Aviation Week & Space Technology

STARTS AFTER PAGE 36 20 Twenties Aerospace’s Has Aircraft Leasing Class of 2020 Perfect Storm Gone Too Far? ™ $14.95 MARCH 9-22, 2020

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The world’s largest and most efficient twin-engine jet took its first flight, a major milestone for Boeing’s 777X built on years of development, testing and rigor. With technological advances that allow it to fly farther with less fuel and emissions, the 777X will fly passengers more comfortably and efficiently than ever before. Keeping safety at the core of everything we do, we’re building the future of flight together.

boeing.com/777X #777X AVIATIONWEEK & SPACE TECHNOLOGY 2019Winner Winner 2016 March 9-22, 2020 . Volume 182 . Number 5

FEATURES 16 | Past the Peak The aircraft leasing sector, which long enjoyed a boom, is struggling with the fallout of its own success 20 | Crisis Mode Airlines and manufacturers brace for the unknown as COVID-19 spreads and forecasts darken 54 | Burgeoning LEO Belt Low Earth orbit is becoming more crowded and dangerous—can government and industry keep it safe and clean up space debris? 62 | 20 Twenties: Class of 2020 These outstanding aerospace students, making an impact in academia and their communities, are likely future industry leaders

TECHNOLOGY 38 | Webb Space Telescope observatory 49 | Airbus Canada prepares more 23 | Airbus advances autonomy project testing enters homestretch integration, cost savings for A220 as part of future cockpit concept ROTORCRAFT UNMANNED AVIATION DEFENSE 40 | Bristow-Era merger first step in 50 | The Remote ID proposed rule 24 | U.S. Air Force plots fleet insertion offshore helicopter consolidation rattles the drone community path for “loyal wingman” BUSINESS 42 | AW609 tiltrotor approaches final 51 | Meet Howmet Aerospace, a new hurdles before commercial service 28 | Rotary-wing assets are vital for UK aerospace megasupplier carrier protection AIR TRAFFIC MANAGEMENT FAST FIVE 29 | Vulnerabilities prompt debate on 44 | The ADS-B equipage date 52 | Maxar Technologies CEO on the Irish Air Defense approaches in Europe company’s growth plans 30 | New “Air Force Ventures” set to COMMERCIAL AVIATION VIEWPOINT transform technology strategy 46 | Boeing 737 MAX fallout’s effects on 70 | It is time for comprehensive space certification are taking shape traffic management 30 | Air Force wants to help grow U.S. advanced air mobility industry

32 | U.S. general links Chinese hyper- ON THE COVER sonic glider to nuclear program Boeing has unveiled its design for the U.S. Army’s Future Attack Reconnaissance Aircraft—the last of 33 | Boeing builds ATS assembly, but five competing teams to do so—in its bid to win one of two contracts to be awarded at the end of March. will not say where Our report by Pentagon Editor Lee Hudson and Graham Warwick, executive editor for technology, on Boeing’s clean-sheet design begins on page 26. Boeing concept. SPACE Aviation Week publishes a digital edition every week. Read it at AviationWeek.com/AWST 36 | Ukrainian engineers help China with human lunar-landing tech DIGITAL EXTRAS Access exclusive online features from articles accompanied by this icon.

AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 3 Editor-In-Chief Joseph C. Anselmo [email protected] Executive Editors Jen DiMascio (Defense and Space) [email protected] Jens Flottau (Commercial Aviation) [email protected] Graham Warwick (Technology) [email protected] Editors Lindsay Bjerregaard, Sean Broderick, Michael Bruno, Bill Carey, Thierry Dubois, William Garvey, Ben Goldstein, Lee Hudson, Irene Klotz, Helen Massy- Beresford, Jefferson Morris, Guy Norris, Tony Osborne, Bradley Perrett, James Pozzi, Adrian Schofield, Lee Ann Shay, Steve Trimble Chief Aircraft Evaluation Editor Fred George Director, Editorial and Online Production Michael O. Lavitt Associate Managing Editor Andrea Hollowell Art Director Lisa Caputo Artists Thomas De Pierro, Rosa Pineda, Colin Throm Copy Editors Jack Freifelder, Arturo Mora, Natalia Pelayo, Andy Savoie Production Editors Audra Avizienis, Theresa Petruso Contributing Photographer Joseph Pries Director, Digital Content Strategy Rupa Haria Content Marketing Manager Rija Tariq Data & Analytics Director, Forecasts and Aerospace Insights Brian Kough Senior Manager, Data Operations/Production Terra Deskins Manager, Military Data Operations Michael Tint Editorial Offices 2121 K Street, NW, Suite 210, Washington, D.C. 20037 Phone: +1 (202) 517-1100 605 Third Avenue, New York, N.Y. 10158 Phone: +1 (212) 204-4200 Bureau Chiefs Auckland Adrian [email protected] Beijing GoGo beyondbeyond thethe newsnews ofof thethe Bradley Perrett [email protected] dayday withwith AviationAviation WWeekeek Cape Canaveral Irene Klotz [email protected] IntelligenceIntelligence Network’sNetwork’s Chicago Lee Ann Shay [email protected] Market Brieﬁ ngs. Frankfurt Jens Flottau [email protected] Houston These sector-specifi c intelligence Mark Carreau [email protected] briefi ngs empower busy Kuala Lumpur executives to stay-ahead of the Marhalim Abas [email protected] London market, identify opportunities and Tony Osborne [email protected] drive revenue. Los Angeles Guy Norris [email protected] Lyon Thierry Dubois [email protected] Moscow LEARN MORE: Maxim Pyadushkin [email protected] aviationweek.com/marketbrieﬁ ngs New Delhi Jay Menon [email protected] Paris Helen Massy-Beresford [email protected] Washington Jen DiMascio [email protected] Wichita Molly McMillin [email protected]

President, Aviation Week Network Gregory Hamilton Managing Director, Intelligence & Data Services Anne McMahon

4 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST Editor-In-Chief Joseph C. Anselmo [email protected] Executive Editors Jen DiMascio (Defense and Space) [email protected] Jens Flottau (Commercial Aviation) [email protected] SOLVE Graham Warwick (Technology) [email protected] Editors Lindsay Bjerregaard, Sean Broderick, Michael Bruno, Bill Carey, Thierry Dubois, William Garvey, Ben Goldstein, Lee Hudson, Irene Klotz, Helen Massy- Beresford, Jefferson Morris, Guy Norris, Tony Osborne, TOMORROW’S Bradley Perrett, James Pozzi, Adrian Schofield, Lee Ann Shay, Steve Trimble Chief Aircraft Evaluation Editor Fred George Director, Editorial and Online Production Michael O. Lavitt Associate Managing Editor Andrea Hollowell Art Director Lisa Caputo SKY Artists Thomas De Pierro, Rosa Pineda, Colin Throm Copy Editors Jack Freifelder, Arturo Mora, Natalia Pelayo, Andy Savoie Production Editors Audra Avizienis, Theresa Petruso Contributing Photographer Joseph Pries Director, Digital Content Strategy Rupa Haria Content Marketing Manager Rija Tariq Data & Analytics Director, Forecasts and Aerospace Insights Brian Kough Senior Manager, Data Operations/Production Terra Deskins Manager, Military Data Operations Michael Tint Editorial Offices 2121 K Street, NW, Suite 210, Washington, D.C. 20037 Phone: +1 (202) 517-1100 605 Third Avenue, New York, N.Y. 10158 Phone: +1 (212) 204-4200 Bureau Chiefs Auckland Adrian [email protected] Beijing GoGo beyondbeyond thethe newsnews ofof thethe Bradley Perrett [email protected] dayday withwith AviationAviation WWeekeek Cape Canaveral Irene Klotz [email protected] IntelligenceIntelligence Network’sNetwork’s Chicago Lee Ann Shay [email protected] Market Brieﬁ ngs. Frankfurt Jens Flottau [email protected] Houston These sector-specifi c intelligence Mark Carreau [email protected] briefi ngs empower busy Kuala Lumpur executives to stay-ahead of the Marhalim Abas [email protected] London market, identify opportunities and Tony Osborne [email protected] drive revenue. Los Angeles Guy Norris [email protected] Lyon Thierry Dubois [email protected] Moscow LEARN MORE: Maxim Pyadushkin [email protected] aviationweek.com/marketbrieﬁ ngs New Delhi Jay Menon [email protected] AIRSPACE MODERNIZATION SOLUTIONS Paris Helen Massy-Beresford [email protected] Washington Drone deliveries. Supersonic flight. Space tourism. As airspace Jen DiMascio [email protected] evolves, we’re integrating, automating and cybersecuring Wichita Molly McMillin [email protected] the advanced systems controllers need to ensure a safe, efficient future for our airspace. President, Aviation Week Network Gregory Hamilton Managing Director, Intelligence & Data Services RAYTHEON.COM/AIRSPACE Anne McMahon

4 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST FEEDBACK

employees and support the Boeing photo. She gave me a Delta promo- workforce by showing appreciation tional poster of the 880 soon after she and giving them time to chill out. became a fl ight attendant for the air- I am sure if Mr. Calhoun and his line. She is still fl ying oversea routes successor were to do those things, for Delta, and I still have the poster. Boeing would become great again. She claims she is going to retire at the end of the year (we’ll see). SAFE SURFING? Marc Koetsier, Hoogeveen, She texted me back: “Oh my, that The proposal for commercial air- The Netherlands beautiful Convair 880. One of the fi rst

AIRBUS craft to engage in air-wake surfi ng planes I fl ew. Very expensive to oper- described in “Cooperative Benefi t” PLANNING, NOT HEROICS ate from what I remember. When a (Feb. 24-March 8, p. 36) is a “bad idea While the near disaster of the Boeing bin of fi rst class glasses falls out of the whose time has come.” CST-100 Starliner is alarming (“Star- galley onto the fl oor, when you land, it After decades of vertical and longi- liner Gives Boeing a Hard Lesson makes a lot of noise!!! Before the 880 tudinal separation to protect aircraft in How Not To Verify Software” was the Convair440 which was a prop from the sometimes disastrous e¨ ects [Feb. 24-March 8, p. 35]), it is not an and only 1 Stewardess. Flew that 2 of wake turbulence, we are now pro- isolated case of immature fl ight soft- times only.” posing to allow large aircraft with po- ware being released for fl ight. The “Lisa Marie,” Elvis Presley’s tentially hundreds of paying customers Thankfully, the Starliner fl ight-test Convair 880, is parked down the road to approach within 1 nm of one another team diagnosed the problems and from her house in Memphis. and to allow the “software” to monitor mitigated the consequences so that I hope you enjoy this human whether they are “surfi ng” or not. hardware wasn’t lost, nobody was interest story remembering the 880 Your article states that the move- injured, and the mission resulted in as much as I enjoy reading your ment of the “surfable” wake is unpre- partial success. I’ve also experienced magazine. dictable. What happens when aircraft the shocking discovery of major this close to one another stray from software faults during fl ight test. The Lee Guthrie, Humboldt, Tennessee the correct fl ight path and enter the insidious aerospace program pres- wake vortices of the leading aircraft? sures—schedule and budget—seem to ONLINE, in response to “Gun-Armed, Are we blithely talking about aircraft override best practices. Close-Support Missiles Among DARPA’s upset with the potential for large num- The industry had better put a New Projects” (Feb. 24-March 8, p. 14), bers of injured passengers? Will the higher priority on software testing SKYWAYPARKBLUE writes: pilots of the trailing aircraft be able to in the laboratory, where the conse- The Chinese pioneered UAV close know when they are in danger? What’s quences of an error are a failed experi- support around 1350. Really. Rocket the phrase that has been repeated by ment and software lockup. That way, planes with rocket munitions. They pilots in articles on aircraft computer- nobody would get hurt, and expensive were small. I imagine not very e¨ ec- ization—“What’s it doing now?” hardware at risk of catastrophic loss tive, but they might have scared the Today’s pilots don’t seem to have the would, in the laboratory, be limited enemy half to death. experience to know what’s happening to a handful of boxes rather than the to their aircraft in all fl ight regimes. entire fl ight-test article. The Air France 447 pilots didn’t know Boeing leadership—and indeed CORRECTIONS: the aircraft had stalled! This whole the aerospace industry leadership— In “Death Claw Shows Path to Faster idea will be driven by economics, not should take a lesson from this Star- Development” (Jan. 27-Feb. 9, p. 43), by safety or common sense. liner case. the word used for the gunsight pre- Software lab testing is critical. It dicted-impact-point marker should Fred Furtek, Baldwinsville, New York must be planned for and cannot be have been spelled “pipper.” cut based on a desire to reach an arbi- PUT PRODUCT QUALITY FIRST trary milestone. Don’t rely on fl ight- “Correcting Little Mistakes” After reading “Years of Pain” and test team heroics to save the day. (Feb. 24-March 8, p. 6) should have “Unsafe Decisions” (Jan. 27-Feb. 9, stated that the measure of 26,400 gal. pp. 18 and 20, respectively), it seems to Gregory Casey, Lancaster, California was correct but that the measure of me that the best Boeing CEO David liters in the original letter, “Who Does Calhoun can do is to focus on the “sev- REMEMBERING THE 880 Better?” (Feb. 10-23, p. 6), should have en habits of highly e¨ ective people,” When I saw “60 Years Ago in Avia- been 100,000 liters. as explained to us by the late Steven tion Week” about the Convair 880 Covey in his book of the same title. (Feb. 10-23, p. 9), I had to text my sis- These items have been corrected online Boeing should become proactive ter, Jimmye Nan Ramsey, the article’s and in our digital archive. again and not reactive, as it was to Bombardier and Airbus. It should put product quality fi rst, not overly focus Address letters to the Editor-in-Chief, Aviation Week & Space Technology, on the shareholders but better seek 2121 K Street, NW, Suite 210, Washington, DC, 20037 or send via email to: win-win results for all stakeholders, [email protected] Letters may be edited for length and clarity; listen better to its customers and its a verifi able address and daytime telephone number are required.

AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST FEEDBACK

Mark Matossian has Lockheed Martin has named Greg GECAS, among others. Segor was CEO been hired by Fin- Karol senior vice president of human at Plane View Partners. land’s Iceye as U.S. resources and corporate officer. With Cyient has hired CEO. He will lead Lockheed for more than 33 years, he Denise Millard as U.S. expansion for was vice president of vice president of the satellite-based human resources for sales for its aero- synthetic-aperture its aeronautics sector. space and defense radar services provider. At Google, Don Davis has unit. Millard was Matossian led development of the been promoted to sales and marketing Terra Bella Earth-imaging constel- Vertex Aerospace vice president at lation. He is a cofounder of Solstar senior vice president/ Esterline and before that worked for L3 Space, which partnered with Blue general manager of Harris, Thales and Bombardier. She is Origin and NASA to develop telecom- aircraft integration and sustainment a Royal Canadian Air Force veteran. munications services for spacecraft. from senior vice president of business Honeywell Aerospace has hired Laura Passur Aerospace has hired Brian development and strategy. Davis, a for- Pogue as a senior strategic planner Cook as CEO; he also will remain on mer U.S. Marine Corps officer, also has for aerospace and defense business the board. Cook had been CEO/direc- worked for Boeing and DRS. development. Pogue hold an MBA and tor at CyFIR, a cybersecurity software Aircraft Propeller Service has pro- is a licensed instrument-rated, com- producer. moted Mauricio Mazzini to director of mercial pilot. Training giant CAE has hired Todd quality in the U.S. from quality assur- Titan Aviation Fuels has promoted Probert as group president of de- ance leader in Brazil. He was quality Byron Gray to national sales manager fense and security. He succeeds Gene assurance manager for Aeross, UTC from Gulf Coast regional sales repre- Colabatistto, who has retired. Probert Aerospace Brazil and TAF Airlines, sentative. had headed Raytheon’s command, among others. Greenwich AeroGroup’s Summit control, space and intelligence business Sage-Popovich Inc. has promoted Aviation has hired John Gonsalves as unit and led artificial intelligence devel- Petar Todorovic to vice president director of sales and marketing. He was opment for the De- of operations from asset valuation Bombardier’s director of aircraft sales fense Department. manager. He succeeds owner Nick for government programs in the U.S., Silicon Valley’s Popovich, who will serve as an advisor. Mexico and Central and South America. Stellar Solutions has Zoe Berthiaume-Dutrisac has Space Dynamics promoted Richard been hired by Satellogic as chief of Lab has named U.S. Rogers to executive engineering. At Navy Rear Adm. vice president from MDA-Maxar, she (ret.) Liz Young to its vice president of civil managed satellite board to advise on programs. Amy communication system engineering Chaput has been subsystems and and program man- hired to succeed him; oversaw the design, agement for the space she had been acting development and and intelligence industry, including chief technology manufacture of mul- NASA’s Artemis program. officer at a federal tiunit complex antenna systems. agency. Avcorp Industries has promoted AeroVironment Michael Elvidge to general manager HONORS & ELECTIONS has hired Kevin McDonnell as chief of its Delta, British Columbia, facility The Aerospace Industries Association financial officer (CFO) and senior vice from engineering and quality leader. has named U.S. Rep. Mac Thornberry president. He was CFO of JAMS and He succeeds Cedric Savineau, who has (R-Texas) as the inaugural recipient before that held various senior finan- left the company. of The Wright Stuff Award for his con- cial roles including at Teradata and CDB Aviation, Irish subsidiary of tributions to national and economic Digital Insight. China Development Bank Financial security during 25 years in Congress. Parker Aerospace has promoted: Leasing, has promoted Peter Goodman He served as chairman of the House Austin Major to group vice president of to chief marketing officer from head Armed Services Committee from Jan- business development and global sup- of commercial for Europe, the Mid- uary 2015 to January 2019. port from vice president of customer dle East and Africa. It also has hired Jeanne Marie Koreltz Elliott has support; David Overholt to vice presi- Craig Segor as chief investment officer. been presented with the Albert Nelson dent/general manager of fluid systems Goodman held prominent management Marquis Lifetime Achievement Award for from vice president/general manager of positions at BOC Aviation, ORIX and her leadership in aircraft cabin safety. c military flight controls;Patrick Scott to vice president/general manager of gas To submit information for the Who’s Where column, send Word or attached text files turbine fuel systems from general man- (no PDFs) and photos to: [email protected] For additional information on ager; and Gregg Robison to director of companies and individuals listed in this column, please refer to the Aviation Week Intelligence environmental, health and safety from Network at AviationWeek.com/awin For information on ordering, telephone engineered materials quality manager. U.S.: +1 (866) 857-0148 or +1 (515) 237-3682 outside the U.S.

8 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST WHO’S WHERE

Mark Matossian has Lockheed Martin has named Greg GECAS, among others. Segor was CEO been hired by Fin- Karol senior vice president of human at Plane View Partners. land’s Iceye as U.S. resources and corporate officer. With Cyient has hired CEO. He will lead Lockheed for more than 33 years, he Denise Millard as U.S. expansion for was vice president of vice president of the satellite-based human resources for sales for its aero- synthetic-aperture its aeronautics sector. space and defense radar services provider. At Google, Don Davis has unit. Millard was Fleet Discovery Military Matossian led development of the been promoted to sales and marketing Terra Bella Earth-imaging constel- Vertex Aerospace vice president at lation. He is a cofounder of Solstar senior vice president/ Esterline and before that worked for L3 Space, which partnered with Blue general manager of Harris, Thales and Bombardier. She is Origin and NASA to develop telecom- aircraft integration and sustainment a Royal Canadian Air Force veteran. munications services for spacecraft. from senior vice president of business Honeywell Aerospace has hired Laura Passur Aerospace has hired Brian development and strategy. Davis, a for- Pogue as a senior strategic planner Cook as CEO; he also will remain on mer U.S. Marine Corps officer, also has for aerospace and defense business the board. Cook had been CEO/direc- worked for Boeing and DRS. development. Pogue hold an MBA and Discover Opportunity with tor at CyFIR, a cybersecurity software Aircraft Propeller Service has pro- is a licensed instrument-rated, com- producer. moted Mauricio Mazzini to director of mercial pilot. Unparalleled Tracking of Training giant CAE has hired Todd quality in the U.S. from quality assur- Titan Aviation Fuels has promoted Probert as group president of de- ance leader in Brazil. He was quality Byron Gray to national sales manager fense and security. He succeeds Gene assurance manager for Aeross, UTC from Gulf Coast regional sales repre- Global Military Fleets Colabatistto, who has retired. Probert Aerospace Brazil and TAF Airlines, sentative. had headed Raytheon’s command, among others. Greenwich AeroGroup’s Summit control, space and intelligence business Sage-Popovich Inc. has promoted Aviation has hired John Gonsalves as Aviation Week Network’s Fleet Discovery Military unit and led artificial intelligence devel- Petar Todorovic to vice president director of sales and marketing. He was Edition simplifi es tracking global military aircraft and opment for the De- of operations from asset valuation Bombardier’s director of aircraft sales engines — piloted and unpiloted, fi xed wing and rotary fense Department. manager. He succeeds owner Nick for government programs in the U.S., Silicon Valley’s Popovich, who will serve as an advisor. Mexico and Central and South America. — so you can discover new opportunities to grow your Stellar Solutions has Zoe Berthiaume-Dutrisac has Space Dynamics business. promoted Richard been hired by Satellogic as chief of Lab has named U.S. Rogers to executive engineering. At Navy Rear Adm. ● Featuring over 70,000 aircraft and 110,000 vice president from MDA-Maxar, she (ret.) Liz Young to its vice president of civil managed satellite board to advise on engines in service with more than 400 military programs. Amy communication system engineering operators. Chaput has been subsystems and and program man- hired to succeed him; oversaw the design, agement for the space ● Searchable and ﬁ lterable by aircraft, engine, she had been acting development and and intelligence industry, including category, mission, lift type, weight class and chief technology manufacture of mul- NASA’s Artemis program. officer at a federal tiunit complex antenna systems. more. agency. Avcorp Industries has promoted See for yourself how Fleet Discovery Military can AeroVironment Michael Elvidge to general manager HONORS & ELECTIONS has hired Kevin McDonnell as chief of its Delta, British Columbia, facility The Aerospace Industries Association help you track aircraft and engines so you never financial officer (CFO) and senior vice from engineering and quality leader. has named U.S. Rep. Mac Thornberry miss a business opportunity. president. He was CFO of JAMS and He succeeds Cedric Savineau, who has (R-Texas) as the inaugural recipient before that held various senior finan- left the company. of The Wright Stuff Award for his con- cial roles including at Teradata and CDB Aviation, Irish subsidiary of tributions to national and economic Digital Insight. China Development Bank Financial security during 25 years in Congress. Parker Aerospace has promoted: Leasing, has promoted Peter Goodman He served as chairman of the House To learn more, go to Austin Major to group vice president of to chief marketing officer from head Armed Services Committee from Jan- business development and global sup- of commercial for Europe, the Mid- uary 2015 to January 2019. pgs.aviationweek.com/FDMilitary port from vice president of customer dle East and Africa. It also has hired Jeanne Marie Koreltz Elliott has support; David Overholt to vice presi- Craig Segor as chief investment officer. been presented with the Albert Nelson Or call: dent/general manager of fluid systems Goodman held prominent management Marquis Lifetime Achievement Award for Anne McMahon +1 646 291 6353 from vice president/general manager of positions at BOC Aviation, ORIX and her leadership in aircraft cabin safety. c Thom Clayton +44 (0) 20 7017 6106 military flight controls;Patrick Scott to vice president/general manager of gas To submit information for the Who’s Where column, send Word or attached text files turbine fuel systems from general man- (no PDFs) and photos to: [email protected] For additional information on ager; and Gregg Robison to director of companies and individuals listed in this column, please refer to the Aviation Week Intelligence environmental, health and safety from Network at AviationWeek.com/awin For information on ordering, telephone engineered materials quality manager. U.S.: +1 (866) 857-0148 or +1 (515) 237-3682 outside the U.S.

8 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST FIRST

Lockheed Martin will integrate the TAKE Sniper Advanced Targeting Pod on the For the latest, go to United Arab Emirates’ Dassault Mirage AVIATIONWEEK.COM 2000-9s after being selected over traditional supplier Thales.

DEFENSE The U.S. Air Force’s first two Lockheed As the U.S. Army prepares to award two Martin F-35 combat wings have reached contracts for Future Attack Reconnais- “full warfighting capability” with a full sance Aircraft prototypes ahead of a complement of 78 aircraft, fully trained flyoff in 2023, Boeing has revealed it is pilots and maintainers and all the re- offering a thrust-compounded helicop- quired support equipment. FRAUNDORFER AERONAUTICS ter (page 26). Korean Air is to design a full-scale tech- German startup Fraundorfer Aeronautics Saab has teamed with IMP Aerospace nology demonstrator for the KUS-FC has flown a technology demonstrator & Defense, CAE, Peraton Canada and unmanned reconnaissance and attack for its Tensor 600X compound gyro- GE Aviation to propose the Gripen aircraft program run by South Korea’s copter, a two-seat personal air vehicle E for Canada’s C$15-20 billion ($11- Agency for Defense Development. it plans to launch by year-end. 15 billion) Future Fighter Capability program. TECHNOLOGY By the March 2 deadline, more than Spirit AeroSystems has signed an agree- 50,800 respondents had commented Lockheed Martin has completed the ment with U.S. startup Airspace Expe- on the FAA’s draft regulation for remote critical design review for the AGM-183A rience Technologies to cooperate on identification of drones (page 50). Air-launched Rapid Response Weapon, development of electric vertical-take- a hypersonic strike missile planned to off-and-landing (eVTOL) aircraft. China’s EHang has received an opera- enter service on the B-52 in 2022. tional permit in Norway for long-term The U.S. Air Force has launched the Agil- testing of its two-seat eVTOL autono- Pakistan is considering purchasing Chi- ity Prime program to accelerate the mous air vehicle. It will fly samples and na’s CAIC Z-10 attack helicopter after emerging advanced air mobility market spares between the shore and oil and U.S. sanctions stalled plans to purchase and potentially become an early adopt- gas platforms. Bell’s AH-1Z and the Turkish Aerospace er of eVTOL vehicles (page 30). T129 ATAK. German startup Lilium’s first prototype Startup Joby Aviation will be the only eVTOL air taxi was damaged beyond The French Air Force is exploring leas- eVTOL developer to provide a vehicle repair on Feb. 27 by a fire during main- ing a few Boeing CH-47 Chinooks for an for flight testing in NASA’s urban air tenance at Oberpfaffenhofen Airport, evaluation that could lead to a heavy-lift mobility Grand Challenge development delaying first flight of the second pro- helicopter fleet purchase. testing event this year. totype Lilium Jet.

45 YEARS AGO IN AVIATION WEEK Our cover of March 3, 1975, showed NASA’s Mars Viking 1 lander undergoing checkout in its aeroshell at Martin Mar- ietta in Denver prior to being shipped to Cape Canaveral for launch. The Viking 1 orbiter/lander was launched on Aug. 20 of that year and became the first U.S. mission to land safely on Mars on July 20, 1976 (cover 2). Viking 2, an identical orbiter/lander, followed several weeks later. The Viking mission was designed to operate for 90 days after each of the landings, but both the orbiters and landers operated for far longer. Viking 1 made its final transmission to Earth on Nov. 11, 1982, more than two years after the Viking 2 lander’s last communication. Read every issue of Aviation Week back to 1916 at: archive.aviationweek.com

10 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST FIRST OBITUARIES Lockheed Martin will integrate the NASA TAKE Sniper Advanced Targeting Pod on the Katherine Johnson For the latest, go to United Arab Emirates’ Dassault Mirage NASA mathematician Katherine Johnson, whose and Apollo 11. “Johnson paved the way for other AVIATIONWEEK.COM 2000-9s after being selected over tradi- contributions to the U.S. space program were women and African-Americans to play import- tional supplier Thales. chronicled in the 2016 film “Hidden Figures,” died ant roles in space exploration,” says the Space Feb. 24 at age 101. Joining NASA Langley’s Flight Foundation, adding: “Her courage, class and DEFENSE The U.S. Air Force’s first two Lockheed Research Division in 1953, she first calculated grace not only helped open the frontiers of ear- As the U.S. Army prepares to award two Martin F-35 combat wings have reached aerodynamic forces on aircraft and later trajecto- ly space flight, but showed us all how there is a contracts for Future Attack Reconnais- “full warfighting capability” with a full ries for human spaceflights including Freedom 7 place for every one of us in the space economy.” sance Aircraft prototypes ahead of a complement of 78 aircraft, fully trained flyoff in 2023, Boeing has revealed it is pilots and maintainers and all the re- offering a thrust-compounded helicop- quired support equipment. FRAUNDORFER AERONAUTICS Jack Welch ter (page 26). To the business world, Jack Welch, the for- venture, which reversed GE’s decision of the Korean Air is to design a full-scale tech- German startup Fraundorfer Aeronautics mer General Electric CEO and chairman year before to abandon further GE90 devel- Saab has teamed with IMP Aerospace nology demonstrator for the KUS-FC has flown a technology demonstrator who died March 1 at age 84, will be remem- opment, cemented a 20-year partnership with & Defense, CAE, Peraton Canada and unmanned reconnaissance and attack for its Tensor 600X compound gyro- bered as a smart leader who ruthlessly cut Boeing that continues with the GE9X on the GE Aviation to propose the Gripen aircraft program run by South Korea’s copter, a two-seat personal air vehicle costs to boost efficiency. But to the aviation 777X. Announcing the sole-source deal with E for Canada’s C$15-20 billion ($11- Agency for Defense Development. it plans to launch by year-end. community, Welch’s lasting legacy will be Boeing in 1999, Welch said: “The GE90 is the 15 billion) Future Fighter Capability his 1999 decision to back GE’s huge bet to most money I’ve spent on a new product, so program. TECHNOLOGY By the March 2 deadline, more than develop the higher-thrust GE90-115B as let’s hope it all works out.” It did. The GE90- Spirit AeroSystems has signed an agree- 50,800 respondents had commented the sole-source engine for Boeing’s lon- 115B-powered 777 became the best-selling Lockheed Martin has completed the ment with U.S. startup Airspace Expe- on the FAA’s draft regulation for remote ger-range 777-200LR/300ER. The risky widebody twinjet family in history. critical design review for the AGM-183A rience Technologies to cooperate on identification of drones (page 50). BROOKS KRAFT LLC/CORBIS/GETTY IMAGES Air-launched Rapid Response Weapon, development of electric vertical-take- a hypersonic strike missile planned to off-and-landing (eVTOL) aircraft. China’s EHang has received an opera- Matthew Zuccaro Jerry Grey enter service on the B-52 in 2022. tional permit in Norway for long-term Matthew Zuccaro, immediate past president and CEO of the Jerry Grey, noted aerospace scientist and engineer, died Feb. 5 The U.S. Air Force has launched the Agil- testing of its two-seat eVTOL autono- Helicopter Association International (HAI), died Feb. 26 at at age 93. A professor of aerospace engineering at Cornell Uni- Pakistan is considering purchasing Chi- ity Prime program to accelerate the mous air vehicle. It will fly samples and age 70. He joined HAI in 2005, after a career as a pilot, op- versity for 55 years, his research in rocket combustion insta- na’s CAIC Z-10 attack helicopter after emerging advanced air mobility market spares between the shore and oil and erator and aviation executive. “He was a forceful champion bility was instrumental in assuring the reliability of the Redstone U.S. sanctions stalled plans to purchase and potentially become an early adopt- gas platforms. for the rotorcraft community, where his professional career rocket that launched Alan Shepard, the first U.S. astronaut, Bell’s AH-1Z and the Turkish Aerospace er of eVTOL vehicles (page 30). reflected a lifelong commitment to improved rotorcraft safety,” and the F-1 engine that powered Apollo’s Saturn V booster. He T129 ATAK. German startup Lilium’s first prototype says the General Aviation Manufacturers Association. was also a pioneer in space nuclear power and propulsion. Startup Joby Aviation will be the only eVTOL air taxi was damaged beyond The French Air Force is exploring leas- eVTOL developer to provide a vehicle repair on Feb. 27 by a fire during main- ing a few Boeing CH-47 Chinooks for an for flight testing in NASA’s urban air tenance at Oberpfaffenhofen Airport, evaluation that could lead to a heavy-lift mobility Grand Challenge development delaying first flight of the second pro- COMMERCIAL AVIATION ing, Airbus and Dresden, Germany-based nal attempt at the first planned launch of helicopter fleet purchase. testing event this year. totype Lilium Jet. The European Commission has rejected Elbe Flugzeugwerke has secured Euro- its low-cost rocket from Kodiak, Alaska. demands by the International Air Trans- pean supplemental type certification. port Association that slot rules at congested airports be suspended worldwide, American Airlines and Qatar Airways are 45 YEARS AGO IN allowing airlines to cut flights because of to reestablish codesharing after reach- AVIATION WEEK COVID-19 without jeopardizing future ing a rapprochement following their access when traffic recovers (page 20). long-running dispute over alleged gov- Our cover of March 3, 1975, showed ernment subsidies to the Gulf carrier. NASA’s Mars Viking 1 lander undergoing Plans for a third runway at London checkout in its aeroshell at Martin Mar- Heathrow Airport are in tatters after U.S. regional Trans States Airlines is to ietta in Denver prior to being shipped to judges ruled the government’s expan- cease operations by year-end, citing a Cape Canaveral for launch. The Viking 1 sion permit had not taken into account pilot shortage and partner United Air- orbiter/lander was launched on Aug. 20 the UK’s climate-change commitments lines’ move to streamline and consoli- of that year and became the first U.S. under the Paris Agreement. date its regional flying with ExpressJet and SkyWest Airlines. mission to land safely on Mars on July NORTHROP GRUMMAN Eurocontrol has signed a 10-year agree- 20, 1976 (cover 2). Viking 2, an identical ment with Aireon for space-based Canada is taking the lead in an interna- Northrop Grumman’s MEV-1 servicing orbiter/lander, followed several weeks ADS-B data to help enhance traffic flows tional effort to improve airspace safety spacecraft docked with Intelsat 901 on later. The Viking mission was designed through European airspace (page 44). over and near conflict zones, the Saf- Feb. 25, beginning a five-year mission to to operate for 90 days after each of the er Skies Strategy, following the fatal extend the communications satellite’s landings, but both the orbiters and land- Former Sukhoi subsidiary Sukhoi Civil shootdown of a Ukraine International operating life in geosynchronous orbit. ers operated for far longer. Viking 1 made Aircraft Co., which runs the Superjet Airlines flight over Iran in January. SJ100 program, has merged with Unit- to its final transmission to Earth on Nov. 11, Virgin Galactic remains committed ed Aircraft’s Irkut Corp. SPACE becoming the first commercial human 1982, more than two years after the DARPA’s responsive-space Launch Chal- spaceflight provider this year, but says Viking 2 lander’s last communication. Read every issue of Aviation Week back to 1916 at: archive.aviationweek.com An Airbus A321 passenger-to-freighter lenge ended on March 2 without a single it could entail just lofting co-founder conversion developed by ST Engineer- flight, after startup Astra scrubbed its fi- and entrepreneur Richard Branson. c

10 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 11 COMMENTARY UP FRONT ELIZABETH MATHEWS

NEARLY 20 YEARS AFTER dards for maintenance technicians, and there are no English language testing requirements ICAO reading proficiency requirements for pilots, con- for pilots and air traffic controllers trollers or maintenance technicians. were introduced by the International Airplanes are increasingly complex machines. Pilots Civil Aviation Organization (ICAO), language continues and technicians learn to operate, maintain and repair to threaten global aviation safety. aircraft by reading complex manuals not written for “We are now at takeoff.” That ambiguous communi- an English-as-a-foreign-language audience. A recent cation preceded the 1977 runway collision at Tenerife, industry focus on pilot training to better manage com- Spain, and focused industry attention on the impor- plex automation—and train for high-altitude upset re- tance of communications. covery and other critical aspects of flying—should also “We just running out of fuel” captures the failure account for aircraft piloted and maintained by people of an English-as-a-foreign-language flight crew to who use English as a foreign language. communicate the ur- Today, more than 80% gency of their low-fuel of all accidents can be status to busy native- Lost in Translation attributed to human er- English- speaking con- English proficiency and ror. Experts acknowledge trollers at New York’s aviation safety that improving the excel- John F. Kennedy Inter- lent safety record in avi- national Airport in 1990. ation requires the more Not every language- difficult task of improv- related accident in- ing human performance. volves air traffic control. Raising the English lan- Threat and error man- guage proficiency level agement require clear of pilots, air traffic con- communication between trollers and maintenance all members of a flight technicians through glob- crew. The crash of He- al access to safety-focused lios Airways Flight 522 aviation English curricula into a Greek mountain- is the single most effec- side illustrates how poor tive measure the industry multilingual flight deck can take. communications can have Embry-Riddle Aero- tragic consequences. In- IN PICTURES LTD./CORBIS/GETTY IMAGES nautical University is vestigators described unsuccessful communications addressing these issues through support for its Lan- between the German-speaking captain, his Greek- guage as a Human Factor in Aviation initiative. We are speaking first officer and their British ground engi- focusing first on the development of English for Flight neer. “Language difficulties prolonged resolution of the Training and English for Air Traffic Control curricula problem,” they concluded. The crew could not effec- as well as an online assessment tool and research to tively troubleshoot a warning horn and did not notice a improve industry understanding of language as a fac- pressurization switch set to manual instead of auto- tor in aviation safety. matic, resulting in 121 lives lost. The next critical step to raise global levels of English The impact of English on safety in aviation is perva- language proficiency is industry-academic collabora- sive, and limited English proficiency is insidious and tion. Aviation-focused academic institutions like Embry- sometimes difficult to discern. As part of the team Riddle can bring state-of-the-art language teaching that developed the ICAO language proficiency require- expertise to curriculum development, and businesses ments adopted in 2003, I believe the standards have excel at agile response. Safety and fairness additionally been successful in increasing industry awareness of require the objectivity and credibility that character- the risks to aviation safety from inadequate English ize not-for-profit academic institutions. proficiency. The ICAO language standards were a nec- No industry has done more to make the world small- essary and important first step. er than aviation. We share a single airspace. Language But challenges remain. Global aviation is still strug- in aviation is a worldwide problem that can and should gling to comply with the ICAO language standards, be solved through global collaboration. c which address only speaking and listening proficiency requirements for pilot and air traffic control radiotele- phony communications. The standards do not address Elizabeth Mathews is an assistant professor of aerospace and occupational safety at Embry-Riddle Aeronautical University the more intensive oral communications required for and co-author, with Eric Friginal of Georgia State and Jennifer multilingual flight deck communications or for flight Roberts of Embry-Riddle, of English in Global Aviation: training in English. There are no ICAO language stan- Context, Research, and Pedagogy.

12 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST COMMENTARY UP FRONT ELIZABETH MATHEWS

NEARLY 20 YEARS AFTER dards for maintenance technicians, and there are no English language testing requirements ICAO reading proficiency requirements for pilots, con- for pilots and air traffic controllers trollers or maintenance technicians. were introduced by the International Airplanes are increasingly complex machines. Pilots Civil Aviation Organization (ICAO), language continues and technicians learn to operate, maintain and repair to threaten global aviation safety. aircraft by reading complex manuals not written for “We are now at takeoff.” That ambiguous communi- an English-as-a-foreign-language audience. A recent cation preceded the 1977 runway collision at Tenerife, industry focus on pilot training to better manage com- Spain, and focused industry attention on the impor- plex automation—and train for high-altitude upset re- tance of communications. covery and other critical aspects of flying—should also “We just running out of fuel” captures the failure account for aircraft piloted and maintained by people of an English-as-a-foreign-language flight crew to who use English as a foreign language. communicate the ur- Today, more than 80% gency of their low-fuel of all accidents can be status to busy native- Lost in Translation attributed to human er- English- speaking con- English proficiency and ror. Experts acknowledge trollers at New York’s aviation safety that improving the excel- John F. Kennedy Inter- lent safety record in avi- national Airport in 1990. ation requires the more Not every language- difficult task of improv- related accident in- ing human performance. Know. Predict. Connect. volves air traffic control. Raising the English lan- Threat and error man- guage proficiency level agement require clear of pilots, air traffic con- With more than 50 tradeshows, conferences and executive communication between trollers and maintenance summits produced annually, our world-renowned global all members of a flight technicians through glob- crew. The crash of He- al access to safety-focused events and conferences CONNECT you with the highest lios Airways Flight 522 aviation English curricula caliber audience in all market communities across the globe. into a Greek mountain- is the single most effec- ● side illustrates how poor tive measure the industry Largest series of MRO Events and Conferences multilingual flight deck can take. across the globe communications can have Embry-Riddle Aero- ● tragic consequences. In- IN PICTURES LTD./CORBIS/GETTY IMAGES nautical University is World’s leading aviation route development vestigators described unsuccessful communications addressing these issues through support for its Lan- events and forums between the German-speaking captain, his Greek- guage as a Human Factor in Aviation initiative. We are ● speaking first officer and their British ground engi- focusing first on the development of English for Flight Leading producer of C-level aviation and neer. “Language difficulties prolonged resolution of the Training and English for Air Traffic Control curricula corporate travel summits problem,” they concluded. The crew could not effec- as well as an online assessment tool and research to ● tively troubleshoot a warning horn and did not notice a improve industry understanding of language as a fac- Leader in global executive, aerospace supplier pressurization switch set to manual instead of auto- tor in aviation safety. conferences matic, resulting in 121 lives lost. The next critical step to raise global levels of English The impact of English on safety in aviation is perva- language proficiency is industry-academic collabora- sive, and limited English proficiency is insidious and tion. Aviation-focused academic institutions like Embry- sometimes difficult to discern. As part of the team Riddle can bring state-of-the-art language teaching Stay Connected: that developed the ICAO language proficiency require- expertise to curriculum development, and businesses ments adopted in 2003, I believe the standards have excel at agile response. Safety and fairness additionally been successful in increasing industry awareness of require the objectivity and credibility that character- the risks to aviation safety from inadequate English ize not-for-profit academic institutions. proficiency. The ICAO language standards were a nec- No industry has done more to make the world small- essary and important first step. er than aviation. We share a single airspace. Language But challenges remain. Global aviation is still strug- in aviation is a worldwide problem that can and should gling to comply with the ICAO language standards, be solved through global collaboration. c which address only speaking and listening proficiency requirements for pilot and air traffic control radiotele- phony communications. The standards do not address Elizabeth Mathews is an assistant professor of aerospace and occupational safety at Embry-Riddle Aeronautical University the more intensive oral communications required for and co-author, with Eric Friginal of Georgia State and Jennifer Learn more by visiting: multilingual flight deck communications or for flight Roberts of Embry-Riddle, of English in Global Aviation: training in English. There are no ICAO language stan- Context, Research, and Pedagogy. events.aviationweek.com

12 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST COMMENTARY GOING CONCERNS MICHAEL BRUNO

U.S. PRESIDENT DONALD TRUMP ning Airbus entreaties to talk about an agreement. has been busy racking up detentes lately, But that was before a China trade war, let alone the from a “phase one” trade war truce with 737 MAX crisis or the COVID-19 outbreak. China to a bipartisan budget agreement It also came before Boeing tried to acquire 80% of with Democrats in Washington. While each of these is Embraer’s commercial aircraft business—an acquisi- important for the aerospace and defense sector, an- tion that is being held up by EU antitrust regulators other potential thaw is gaining attention for being who live in the real world and read the same news possibly more than just a ceasefire. about the WTO dispute and other EU-U.S. trade tiffs. For 16 years, Airbus, Boeing, Europe and the U.S. Of course, Airbus has good reasons to support a set- have been warring in the World Trade Organization tlement. Analysts at Bloomberg have noted that even (WTO) over government subsidies to the OEMs that with tariffs on U.S. aircraft imports to Europe, Boeing make large airliners. Both sides have won in court, and still will be less harmed than Airbus by the whole dis- last year Washington got the green light to collect up to pute, as the latter’s sales into the U.S. could be more $7.5 billion in penalties. But by May or June, the WTO important, comparatively. will announce how much Europe can collect in return. “Without a deal to lift U.S. tariffs in 2020, Airbus With that deadline will need to absorb costs looming, Boeing and the on 49 aircraft or reduce Trump administration The Art of Making a Deal deliveries, as we see it,” recently offered both Bloomberg analysts said carrots and sticks to try Is WTO resolution possible? Feb. 18. Airbus will soon to nudge Airbus and the be able to build six A320s EU toward a settlement. a month in Mobile, Ala- First, the administration bama, avoiding the U.S. announced on Feb. 14 levy on 72 deliveries this that the tariffs applied year, but that is all. Air- to large commercial airbus is trying to backload craft from Europe im- its backlog with the hope ported into the U.S. will that U.S. tariffs will even- rise from 10% to 15% on tually be lifted. If not, March 18. Airbus would lose up to Second, new legisla- about $300 million in tion was introduced for pretax earnings this consideration in Wash- year, the company says. ington state that would “In a U.S.-Europe trade dial back tax benefits battle over airplanes,

to Boeing worth about AIRBUS Airbus has more to lose, $100 million a year. in our view,” the Bloom- “Boeing applauds the actions today by Washington berg analysts said. “All the fast-growing U.S. airlines state leaders to introduce this legislation,” the com- purchase Airbus jets, including Frontier, Spirit, Jet- pany said Feb. 19. “We fully support and have advo - Blue, Allegiant and Delta. cated for this action.” “It’s also unclear whether the UK would place tar- Boeing said the legislation, if enacted, would “re- iffs on U.S. aircraft as it leaves the European Union,” solve the sole finding against the United States,” al- the Bloomberg analysts continued. International Air- though the WTO would rule on that, and Airbus can lines Group has a large letter of intent for Boeing 737s dispute the ruling in a process that could take a year from last year’s Paris Air Show, which has yet to be to play out. confirmed. Those deliveries might not be affected if Nonetheless, in order for the new legislation to mat- the UK does not follow suit on tariffs. ter, it ostensibly would have to become law first. Also, To be sure, a potential settlement in the airliner withdrawal of the tax benefit is not the same as making dispute could be derailed by any number of things. up for the harm the benefits might have done in the It depends on how much the WTO allows to be col- past. “It is unclear what impact the move will have,” JP lected in penalties, how the EU implements its levies, Morgan analysts say about the legislation. or other issues such as the Boeing-Embraer deal and Similarly, the tariff increase to 15% is not expected how Trump reacts. to have an immediate effect. For now, hope springs eternal. “There is a possibil- Still, the legislation affirms a relatively new desire ity that this trade dispute could escalate before peace by Boeing and the administration to try to craft some breaks out, but Boeing’s recent moves on its Washington kind of a deal. Boeing used to favor seeing the WTO state tax breaks suggest that things are moving on the process fully carried out and had deflected long-run- U.S. side,” say analysts at Vertical Research Partners. c

14 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST COMMENTARY COMMENTARY GOING CONCERNS INSIDE BUSINESS AVIATION MICHAEL BRUNO WILLIAM GARVEY

U.S. PRESIDENT DONALD TRUMP ning Airbus entreaties to talk about an agreement. THE CREW OF THE 23-YEAR-OLD autopilot control loops were deemed ready. And then has been busy racking up detentes lately, But that was before a China trade war, let alone the Lear 35 radioed air traffic control as came the day Chief Test Pilot Tom Carr took his hand from a “phase one” trade war truce with 737 MAX crisis or the COVID-19 outbreak. they climbed out of Orlando through to off the sidestick controller (but not too far), pushed a China to a bipartisan budget agreement It also came before Boeing tried to acquire 80% of a 23,000-ft. altitude and then again to ac- button, and watched intently. The Cessna Corvalis he with Democrats in Washington. While each of these is Embraer’s commercial aircraft business—an acquisi- knowledge their clearance to 39,000 ft. They were never had been piloting turned toward the airport the sys- important for the aerospace and defense sector, an- tion that is being held up by EU antitrust regulators heard from again. The jet continued climbing past its tem deemed most appropriate. It descended from alti- other potential thaw is gaining attention for being who live in the real world and read the same news assigned altitude but then failed to turn west toward tude, lined up with the most suitable runway, lowered possibly more than just a ceasefire. about the WTO dispute and other EU-U.S. trade tiffs. Dallas, its destination. U.S. Air Force pilots intercepted its flaps, slowed and flared just before touching down. For 16 years, Airbus, Boeing, Europe and the U.S. Of course, Airbus has good reasons to support a set- the silent aircraft, then at 46,000 ft., but got no response The aircraft squeaked onto the pavement, rolled out have been warring in the World Trade Organization tlement. Analysts at Bloomberg have noted that even when they radioed the pilot. The Lear’s cabin windows on centerline and stopped. The system, christened (WTO) over government subsidies to the OEMs that with tariffs on U.S. aircraft imports to Europe, Boeing were dark and the cockpit windscreens frosted over. “Autoland,” worked (AW&ST, Nov. 11-24, 2019, p. 40). make large airliners. Both sides have won in court, and still will be less harmed than Airbus by the whole dis- Four hours after takeoff, the Lear began descend- All totaled, Garmin conducted 896 such flights. Piper last year Washington got the green light to collect up to pute, as the latter’s sales into the U.S. could be more ing—its fuel exhausted. An F-16 pilot watched the jet and Cirrus, the first manufacturers to offer Autoland $7.5 billion in penalties. But by May or June, the WTO important, comparatively. make several aileron rolls and spiral into the ground on the M600 turboprop and SF50 Vision Jet, respec- will announce how much Europe can collect in return. “Without a deal to lift U.S. tariffs in 2020, Airbus near Aberdeen, South Dakota. The Oct. 25, 1999, crash tively, have flown hundreds more. In February, Daher With that deadline will need to absorb costs killed all six onboard including pro golfer Payne Stew- announced it is equipping the TBM 940 with Autoland looming, Boeing and the on 49 aircraft or reduce art. The National Transportation Safety Board deter- as well. A notable Autoland feature comes into play in Trump administration The Art of Making a Deal deliveries, as we see it,” mined the accident’s cause was the pilots’ incapacita- extreme circumstances. If the pilot fails to respond to recently offered both Bloomberg analysts said tion “as a result of their prompts, the system carrots and sticks to try Is WTO resolution possible? Feb. 18. Airbus will soon failure to receive supple- will assume incapaci- to nudge Airbus and the be able to build six A320s mental oxygen following New and Novel tation and activate au- EU toward a settlement. a month in Mobile, Ala- a loss of cabin pressur- tomatically—though it First, the administration bama, avoiding the U.S. ization, for undeter- Garmin’s Autoland lands in bureaucratic limbo can be disengaged with announced on Feb. 14 levy on 72 deliveries this mined reasons.” the push of a button. that the tariffs applied year, but that is all. Air- The crash struck a Straub thought all to large commercial airbus is trying to backload chord with many, includ- the ground and flight craft from Europe im- its backlog with the hope ing those working at trials had been complet- ported into the U.S. will that U.S. tariffs will even- Garmin International in ed and necessary boxes rise from 10% to 15% on tually be lifted. If not, Olathe, Kansas. Phil checked as of November March 18. Airbus would lose up to Straub, then a software 2019. He anticipated the Second, new legisla- about $300 million in engineer, remembers FAA certification award tion was introduced for pretax earnings this thinking: “Did that really for Autoland by year- consideration in Wash- year, the company says. have to happen?” At the end. However, much to ington state that would “In a U.S.-Europe trade time, Gary Burrell, the his frustration, that has dial back tax benefits battle over airplanes, avionics company’s co - not occurred yet; “new to Boeing worth about AIRBUS Airbus has more to lose, founder (and the “Gar” and novel,” it seems, can $100 million a year. in our view,” the Bloom- in its name), was leading GARMIN stymie a bureaucracy. “Boeing applauds the actions today by Washington berg analysts said. “All the fast-growing U.S. airlines an engineering team working on the G1000 digital in- But “I think we’re very close,” he adds hopefully. state leaders to introduce this legislation,” the com- purchase Airbus jets, including Frontier, Spirit, Jet- tegrated flight instrumentation system. That, Straub While pilots are familiar with automation, Autoland pany said Feb. 19. “We fully support and have advo - Blue, Allegiant and Delta. recalls, pointed to an answer. serves an additional population: the nonpilots on- cated for this action.” “It’s also unclear whether the UK would place tar- As additional digital systems were developed and board. The new system, Straub says, “gives them an Boeing said the legislation, if enacted, would “re- iffs on U.S. aircraft as it leaves the European Union,” the even more advanced G3000 took form, the idea actual say in the outcome of the flight” should some- solve the sole finding against the United States,” al- the Bloomberg analysts continued. International Air- of a wholly automated landing capability built on its thing go wrong with the person at the controls. though the WTO would rule on that, and Airbus can lines Group has a large letter of intent for Boeing 737s digital foundation took hold. Discussions about the Others agree. One member of the Malibu M-Class dispute the ruling in a process that could take a year from last year’s Paris Air Show, which has yet to be possibility began in the early 2000s, and management Owners & Pilots Association called Autoland “a game to play out. confirmed. Those deliveries might not be affected if readily endorsed the undertaking. “It’s the lifeblood of changer.” Another commented: “Even though I never Nonetheless, in order for the new legislation to mat- the UK does not follow suit on tariffs. who we are,” Straub says. would expect to use it—God forbid something should ter, it ostensibly would have to become law first. Also, To be sure, a potential settlement in the airliner The first software was written and system require- happen to me while aloft—I will be glad it’s there.” Garmin withdrawal of the tax benefit is not the same as making dispute could be derailed by any number of things. ments were initiated in 2011, the same year Straub, a Autoland is receiving the 2020 Aviation Week Business up for the harm the benefits might have done in the It depends on how much the WTO allows to be col- veteran pilot, was appointed head of Garmin’s aviation Aviation Laureate for Safety (AW&ST Jan. 13-26, p. 62). past. “It is unclear what impact the move will have,” JP lected in penalties, how the EU implements its levies, division. Flight tests began in 2014. In 2015, Straub’s But Straub suspects that once blessed by FAA and Morgan analysts say about the legislation. or other issues such as the Boeing-Embraer deal and team members alerted the FAA to their goal and en- operating in the fleet, Autoland’s first activation is Similarly, the tariff increase to 15% is not expected how Trump reacts. gaged various agency offices including flight test, -cer likely to come from an alert pilot spooked by weather to have an immediate effect. For now, hope springs eternal. “There is a possibil- tification and air traffic. After all, their technology fell or operational demands beyond his or her capability. Still, the legislation affirms a relatively new desire ity that this trade dispute could escalate before peace under the “new and novel” category, and Garmin wanted “And that’s okay,” he says. “It’s better to explain after” by Boeing and the administration to try to craft some breaks out, but Boeing’s recent moves on its Washington as much of the regulator’s input as possible. It did the than, like Payne Stewart, never have the chance. c kind of a deal. Boeing used to favor seeing the WTO state tax breaks suggest that things are moving on the same with the European Union Aviation Safety Agency. process fully carried out and had deflected long-run- U.S. side,” say analysts at Vertical Research Partners. c The following February, the software, algorithms and William Garvey is Editor-in-Chief of Business & Commercial Aviation

14 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 15 COMMERCIAL AVIATION > Aerospace’s perfect storm p. 20 MAX fallout’s effect on certification p. 46 A220 program p. 49 PAST THE PEAK

LEASING INDUSTRY CONTROLS MORE database. There were a total of 23,000 aircraft with more > than 100 seats in service at the beginning of 2019, making THAN 40% OF IN-SERVICE FLEET the lessor share roughly 41%. The lessor-owned fleet has grown significantly, from 6,535 > THE LARGE NUMBER OF LESSORS aircraft in 2009 and 7,781 in 2014 to the current number, LEADS TO PRESSURE ON RATES according to Fleet Discovery. Lessors placed about 30% of direct Boeing orders at their peak in 2017, but the number Jens Flottau Dublin and Singapore has since declined. In addition to placing orders with the OEMs, lessors routinely buy BOEING very year at the end of January it is large portfolios of aircraft in sale-and-leaseback deals with difficult to get a table in a decent Dub- airlines, then trade those port- lin restaurant. For an entire week, the folios with each other. global aircraft leasing industry invades Lessors have proven to be E an attractive sales channel the city center between Trinity College and St. for Airbus and Boeing, driving Stephen’s Green. During the day, the venerable growth alongside emerging Shelbourne Hotel is the center of deal-making. low-cost carriers such as Lion Air, AirAsia and IndiGo. For But as there are now far too many deals to be made, with investors, aircraft seem to be far too few conference rooms available, the action spills to really attractive assets. Un- nearby cafes, bistros and even sidewalks. At night, talks like many other assets, they continue at multiple receptions in the city’s upmarket bars can be moved around world- Ihssane Mounir, Boeing and restaurants. wide if a placement proves Commercial Airplanes Lessors have been around for a long time. The concept be- unsuccessful. That perceived gan to gain traction in air transport in the 1970s. Since that attractiveness has pulled in head of sales time, true powerhouses such as AerCap, GECAS, Air Lease money, though not always smart money. Corp. (ALC) and Avolon have emerged. Their success has But the leasing sector is increasingly becoming the vic- attracted more investors and money to the industry, with tim of its own success. A growing number of its leaders an abundance of available global capital seeking seemingly are saying it is time for an adjustment. Has the leasing secure homes. The number of lessors with large portfolios concept gone too far? of aircraft has doubled in a few years. In 2019, around 9,500 There are some basic numbers on which the industry in-service Airbus and Boeing aircraft were owned by lessors, agrees: “Lessors make good money if the leasing share is according to the Aviation Week Network Fleet Discovery below 30%; it becomes difficult above 40%,” says Timothy Ross, BOC Aviation’s head of investor relations. “We are in Air Lease Corp.’s Steve Udvar-Hazy (left) and John Plueger an oversupply situation,” he says, due to many new lessors (right) signed a deal with Airbus’ Christian Scherer having aggressively entered the market over the last few (center) at the 2019 Paris Air Show. years. “There were 6-8 lessors 10 years ago. Now there are twice that number,” he adds. “Having around eight lessors controlling less than 30% of the fleet is a healthy level,” says DAE Capital CEO Firoz Tarapore. “It is not healthy to have 20 lessors, many of which are first-time buyers and have no experience.” Eighteen lessors have placed direct orders for the Airbus A320neo family, not counting sale-and-leaseback deals for airline orders. Sixteen lessors bought the Boeing 737 MAX. AerCap CEO Aengus Kelly says overexposure to the lessor channel has led to an influx of “incompetence” in the market. “[Aircraft manufacturers] have given the product to incompetent players,” he contends. Inexperienced lessors are often unaware of the intricacies of even preparing for entry into service, such as ordering interiors on time, he notes. With too many lessors competing for airline deals, the small new players will often offer bargain rates too soon and destroy the market for everyone else. “There are too many Chinese lessors that don’t have to AIRBUS

16 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST 10 Largest Lessors I

GECAS 932 AerCap 907 Avolon 435 ICBC* 384 Nordic Aviation Capital 375 BOC Aviation 360 SMBC Aviation Capital 315 Air Lease Corp. 275 COMMERCIAL AVIATION > Aerospace’s perfect storm p. 20 MAX fallout’s effect on certification p. 46 A220 program p. 49 Aircastle 266 10 Largest LessorsAviation Capital Group 219 10 Largest Lessors By I In-Service Fleet ByA Aircraft O on Order GECAS 932 Air Lease Corp. 470 AerCap 907 Avolon 359 PAST THE PEAK Avolon 435 GECAS 355 ICBC* 384 China Aircraft Leasing 312 Nordic Aviation Capital 375 AerCap 304 SMBC Aviation Capital 257 database. There were a total of 23,000 aircraft with more BOC Aviation 360 LEASING INDUSTRY CONTROLS MORE ICBC* 214 > than 100 seats in service at the beginning of 2019, making SMBC Aviation Capital 315 THAN 40% OF IN-SERVICE FLEET the lessor share roughly 41%. Air Lease Corp. 275 CDB Leasing Co. Ltd. 213 The lessor-owned fleet has grown significantly, from 6,535 Aircastle 266 BOC Aviation 196 > THE LARGE NUMBER OF LESSORS aircraft in 2009 and 7,781 in 2014 to the current number, Aviation Capital Group 219 Aviation Capital Group 154 LEADS TO PRESSURE ON RATES according to Fleet Discovery. Lessors placed about 30% of C C direct Boeing orders at their peak in 2017, but the number Source: CAPA – Centre A for Aviation O Source: CAPA – Centre for Aviation Jens Flottau Dublin and Singapore has since declined. In addition to placing orders with the Air Lease Corp. 470 OEMs, lessors routinely buy BOEING make money,” Avitas Senior Vice President Adam Pilarski GECAS is the world’s largest lessor by number of aircraft Avolon 359 large portfolios of aircraft in says. “They are driven by the wrong considerations because in service (932), followed by AerCap (907). Avolon, owned by very year at the end of January it is GECAS 355 sale-and-leaseback deals with they are government-owned. [Their] goal is to grow, not to HNA Group and Orix Aviation, is a distant third, at 435 air- difficult to get a table in a decent Dub- airlines, then trade those port- Chinamake Aircraft a profit.” Leasing 312 craft. Ross’ BOC Aviation ranks sixth. There are currently 11 lin restaurant. For an entire week, the folios with each other. “Airlines AerCaphave been getting unbelievably304 attractive sale- lessors with more than 100 aircraft on order. ALC leads with SMBC Aviation Capital global aircraft leasing industry invades Lessors have proven to be and-leaseback deals,” says Avolon257 CEO Domhnal Slattery. 470 firm orders, followed by Avolon (359) and GECAS (355). E an attractive sales channel Of course, thisICBC* was before the214 Boeing 737 MAX grounding. The MAX grounding is a double-edged sword for lessors. the city center between Trinity College and St. for Airbus and Boeing, driving SinceCDB Leasing the aircraft Co. Ltd. is temporarily213 off the market, it is all but Some with big orderbooks, such as AerCap, have lost op- Stephen’s Green. During the day, the venerable growth alongside emerging impossibleBOC Aviation to agree on any196 type of lease deals because its portunities to grow and have made predelivery payments Shelbourne Hotel is the center of deal-making. low-cost carriers such as Lion Aviationreturn-to-service Capital Group timing 154is still unclear. At the same time, (PDP) that are not generating revenues. On the other hand, Air, AirAsia and IndiGo. For lessors with C A320neo orders C have been unable to benefit things could have been much worse without the grounding But as there are now far too many deals to be made, with investors, aircraftSource: CAPAseem – toCentre be for Aviation much from the grounding because they have few, if any, of the Boeing 737 MAX, which limited the available capacity far too few conference rooms available, the action spills to really attractive assets. Un- aircraft available to place in the short term—and Airbus in the narrowbody market. “There has been an overalloca- nearby cafes, bistros and even sidewalks. At night, talks like many other assets, they production delays are not helping. tion of the MAX to the lessor channel,” Ross says. “There continue at multiple receptions in the city’s upmarket bars can be moved around world- Ihssane Mounir, Boeing The situation is made even more complex by the recent could have been some really ugly lease rates if the MAX and restaurants. wide if a placement proves Commercial Airplanes COVID-19 outbreak that has left many lessors scrambling had been on schedule.” Lessors have been around for a long time. The concept be- unsuccessful. That perceived to place surplus aircraft from Asia-Pacific fleets with cus- Pilarski agrees: “Airbus and Boeing have been overselling. gan to gain traction in air transport in the 1970s. Since that attractiveness has pulled in head of sales We don’t need all these planes.” The indus- time, true powerhouses such as AerCap, GECAS, Air Lease money, though not always smart money. try “was saved by incompetence,” he says, Corp. (ALC) and Avolon have emerged. Their success has But the leasing sector is increasingly becoming the vic- Total Lessor In-Service Fleet referencing mostly the MAX crisis but also attracted more investors and money to the industry, with tim of its own success. A growing number of its leaders Total Lessor In-Service Fleet the delivery delays for Airbus narrowbodies an abundance of available global capital seeking seemingly are saying it is time for an adjustment. Has the leasing that still average six months for the A321neo secure homes. The number of lessors with large portfolios concept gone too far? A and put airline network planning in disarray. of aircraft has doubled in a few years. In 2019, around 9,500 There are some basic numbers on which the industry “[Yet] even with 1,000 aircraft fewer, the mar- in-service Airbus and Boeing aircraft were owned by lessors, agrees: “Lessors make good money if the leasing share is 4,783 4,798 ket is fine,” he contends. “Airlines make mon- according to the Aviation Week Network Fleet Discovery below 30%; it becomes difficult above 40%,” says Timothy 3,778 4,003 ey because all of these aircraft are not there. Ross, BOC Aviation’s head of investor relations. “We are in 3,694 We could have [had] huge overcapacity.” Air Lease Corp.’s Steve Udvar-Hazy (left) and John Plueger an oversupply situation,” he says, due to many new lessors 2,841 The MAX leasing market is a specific case, (right) signed a deal with Airbus’ Christian Scherer having aggressively entered the market over the last few not only because of the current grounding, in (center) at the 2019 Paris Air Show. years. “There were 6-8 lessors 10 years ago. Now there are effect since March 2019. There was a long de- twice that number,” he adds. lay in Chinese validation of the aircraft’s type “Having around eight lessors controlling less than 30% certificate, which meant Boeing was unable of the fleet is a healthy level,” says DAE Capital CEO Firoz 2009 2014 2019 to place the MAX into the Chinese market Tarapore. “It is not healthy to have 20 lessors, many of until 2018. Even then, the market was only which are first-time buyers and have no experience.” Source: Aviation Week Network Fleet Discovery Database open for a brief period. Then came the China-- Eighteen lessors have placed direct orders for the Airbus U.S. trade war, followed by the grounding. A320neo family, not counting sale-and-leaseback deals for tomers in other regions desperate for backup capacity While Boeing was still able to deliver aircraft, all the MAXs airline orders. Sixteen lessors bought the Boeing 737 MAX. available to fill gaps created by the MAX grounding. Finan- ordered by lessors and earmarked for Chinese operators had AerCap CEO Aengus Kelly says overexposure to the les- cially strong lessors such as ALC or AerCap are sometimes to be placed in other regions, leading to even more pressure sor channel has led to an influx of “incompetence” in the prepared to assistTotal airline customers Lessor by allowing Orders them to on lessor yields. The influx only ended with the grounding. market. “[Aircraft manufacturers] have given the product temporarily defer lease payments. In hindsight, Boeing actually agrees with the criticism, at to incompetent players,” he contends. Inexperienced lessors Even in normal times. the major players would prefer to least to an extent. “As an industry we have probably sold too are often unaware of the intricacies of even preparing for face only each other. “Competing against grown-ups is better,” many [aircraft to lessors],” concedes Ihssane Mounir, Boeing entry into service, such as ordering interiors on time, he Ross says. “Inexperienced lessors tend to4,352 panic quickly and Commercial Airplanes head of sales. “Collectively, we have to notes. With too many lessors competing for airline deals, talk about price first.” But there are many other levers in lease rebalance the content to lessors. And we have been working the small new players will often offer bargain rates too soon contracts that are important, too—return conditions and cur- very aggressively on this strategy over the past 12 months.” and destroy the market for everyone else. rency hedges being just two that require the complex deal “The lessor content is north of 40%; Boeing is now aggres- “There are too many Chinese lessors that don’t have to structuring of which many new players are simply incapable. sively managing it down to 30%,” says Tarapore. “Boeing AIRBUS

16 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 17 COMMERCIALEYEBROW AVIATION

The MAX grounding is making an already challenging situation Scherer points out, “We don’t even more complicated for affected lessors such as AerCap. want too much of the future production placed with lessors on a speculative basis.” When the share of the lessor-owned in-service fleet goes above 30-35%, he says, “We are really watching it carefully.” But, he adds: “It is not a commercial target for us to diminish the lessor backlog. Maybe we

AERCAP don’t want to increase it further. The current equi- librium is not that bad.” and Airbus should select capable people with experience. Lessors have undoubtedly played an important role in Lessors can help you.” Airbus’ rise to market leadership. “We were the small guy, Mounir contends that it was not Boeing alone, or even the outsider, and lessors offered airlines financing that primarily, that took advantage of the situation. Boeing has would have been extremely onerous for small Airbus.” At simply caught up to Airbus over the past few years. Mounir the same time, big lessors such as the International Lease also points at factors, not obvious at first glance, that helped Finance Corp. or GECAS had “a lot of financial depreciation create the issues facing the industry. appetite” that could be addressed by “big capital invest- From an aircraft manufacturer’s point of view, selling to ment” in Airbus aircraft, among others, he says. a lessor has its advantages. Big volumes of identical aircraft Not necessarily coincidentally, the leasing industry began to offer opportunities to streamline production, though dis- be established at about the same time as Airbus, in the 1970s. counts are deep because of the larger volumes. Lessors are Scherer says there are a number of proven lessors that also more willing than airlines to buy further out. Boeing are very professional. “[They] are not just speculating on and Airbus find that attractive, as they can be sure to have asset value,” he notes, “[because] there is more to it than production slots filled even several years along and plan ca- financial speculation.” On the other hand, aviation’s growth pacity accordingly, not to speak of the highly welcome PDPs. in the past 10 years may have attracted some people without The risk is on the customer’s side. the necessary know-how. Given where Lessors will typically make speculative Total Lessor Orders the industry stands now, and influenced orders for narrowbodies, without having by the MAX grounding and the impact secured their own customers for the spe- of the COVID-19 outbreak, Scherer says cific aircraft at the same time. They are he “would not be surprised if there were more cautious in the widebody markets, some consolidation” in the sector. where limited volumes and customiza- Overall, Scherer is adamant that Air- tion make trading harder. A lot more bus is following a sophisticated strategy capital is bound by a single unit. in its dealings with the leasing industry Avitas’ Pilarski, a former McDonnell 4,352 that has proven to be highly successful. Douglas executive, recalls that “Douglas “The ideal scenario is a stable, com- wanted the leasing share [of total orders] petitive market,” he says. “Allocation not [to go] above 20%.” That clearly has needs to be carefully managed so there not been the guidance at Airbus, which is availability for customers, but not at has used lessors more aggressively than the same time [as direct production slots other manufacturers as a way to build for airlines]. Lessors are great because market share. “The salesperson would they are more flexible than we can be and get the same credit [for a lessor order] Source: CAPA – Centre for Aviation react more short-term.” as if it were an airline order,” he notes. Airbus is also using the leasing in- So it is no surprise that Mounir contends “it is more them dustry to build up market presence for new models. For [Airbus] than us” when it comes to creating an oversupply. instance, it placed the Rolls-Royce-powered A330-900 with “All we have done is picking up over the past three years,” GECAS because the lessor owns a large fleet of General he says, conceding that “you have to be careful to see who Electric-powered Boeing 767s that will come up for replace- buys and who leases.” ment over time. Similarly, Airbus recently signed a deal for “I have yet to meet a leasing company that does not say 20 A220s with Nordic Aviation Capital (NAC), the largest there are too many other lessors and too much competition,” lessor specializing in the regional sector. “There is a lot of says Airbus Chief Commercial Officer Christian Scherer. “But science behind every deal,” Scherer says. I would agree that there has been a bit of a frenzy in the For Airbus, the leasing deals are also somewhat of an in- leasing market fueled by easy access to capital. We, as an insurance policy. “It is a real quid pro quo for manufacturers in dustry collectively, may have been a little too eager to pursue a crisis,” Scherer says. “In bad times, lessors can pay back; this, but I would not make that a superstrong statement.” they are a financial shock absorber for OEMs.” He points

18 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST COMMERCIALEYEBROW AVIATION AERCAP

The MAX grounding is making an already challenging situation Scherer points out that after the Sept. 11, 2001, attacks customers in the past two years, some of out, “We don’t lessors, unlike airlines, took delivery of all which may have been from lessors. even more complicated for affected lessors such as AerCap. want too much aircraft and helped Airbus keep its pro- It does not seem as if many lessors will of the future produc- duction stable. be back in the direct orders market any- tion placed with lessors Yet it is clear that neither of the two time soon, given their large exposure and on a speculative basis.” leading manufacturers have paid too the huge market uncertainties. “[Last year] When the share of the les- much attention to protecting the residual saw the lowest number of orders from lessor-owned in-service fleet values of their lessor (or airline) custom- sors. 2020 will be the same,” DAE’s Tara- goes above 30-35%, he says, ers. Embraer, by contrast, has taken the pore says. DAE Capital has been looking “We are really watching it opposite approach. When it launched the at placing a large order with either Airbus carefully.” But, he adds: “It E2 family, the OEM decided to limit lessor or Boeing but has been put off by the man- is not a commercial tar- deals to three companies: AerCap, Air- ufacturers’ expectations. “The prices are get for us to diminish the castle and the Industrial and Commer- AerCap CEO Aengus Kelly says not justified by the rental levels,” he says. lessor backlog. Maybe we cial Bank of China (ICBC). With 50 firm too many incompetent players The initial pricing of the Neo and MAX

AERCAP don’t want to increase it orders, AerCap is the E2’s second-largest populate the leasing market. were based on the cost savings achieved further. The current equi- customer behind Azul. Aircastle bought through lower fuel consumption. But with librium is not that bad.” 25 aircraft, ICBC 10. The leasing share of the E2 backlog is at fuel prices easing, that advantage has become smaller. “It is and Airbus should select capable people with experience. Lessors have undoubtedly played an important role in 50%, broadly in line with market trends in terms of aircraft not obvious that we needed all this new technology, [given Lessors can help you.” Airbus’ rise to market leadership. “We were the small guy, numbers, but many fewer players are involved than for the the low fuel prices],” Pilarski contends. “All the money was Mounir contends that it was not Boeing alone, or even the outsider, and lessors offered airlines financing that A320neo or 737 MAX. kind of wasted. The investors don’t get the premium they ex- primarily, that took advantage of the situation. Boeing has would have been extremely onerous for small Airbus.” At There are signs that the market is slowly beginning to pected because the cost advantage is not as big as expected.” simply caught up to Airbus over the past few years. Mounir the same time, big lessors such as the International Lease turn, triggered in part by the MAX debacle and Boeing’s As a consequence, “we are beginning to see subscale ven- also points at factors, not obvious at first glance, that helped Finance Corp. or GECAS had “a lot of financial depreciation strategy shift. tures exiting,” BOC Aviation’s Ross observes. “[Some] feel create the issues facing the industry. appetite” that could be addressed by “big capital invest- Coming off their peak, lessors have placed very few addi- the pain at the end of the first lease when investors find out From an aircraft manufacturer’s point of view, selling to ment” in Airbus aircraft, among others, he says. tional orders in the past two years. In 2018, lessors placed that business plans have been based on the assumption of a lessor has its advantages. Big volumes of identical aircraft Not necessarily coincidentally, the leasing industry began to 19% of all direct orders with Boeing; the share fell to just a gain on sales that turned out not to have been realistic.” offer opportunities to streamline production, though dis- be established at about the same time as Airbus, in the 1970s. 3% last year. On the Airbus side, the share was 19% and “You are starting to see an exit of the smaller players,” counts are deep because of the larger volumes. Lessors are Scherer says there are a number of proven lessors that 9.3%, respectively. Both added large orders to undisclosed Slattery agrees. c also more willing than airlines to buy further out. Boeing are very professional. “[They] are not just speculating on and Airbus find that attractive, as they can be sure to have asset value,” he notes, “[because] there is more to it than production slots filled even several years along and plan ca- financial speculation.” On the other hand, aviation’s growth pacity accordingly, not to speak of the highly welcome PDPs. in the past 10 years may have attracted some people without The risk is on the customer’s side. the necessary know-how. Given where Lessors will typically make speculative Total Lessor Orders the industry stands now, and influenced orders for narrowbodies, without having by the MAX grounding and the impact Congratulations to Our secured their own customers for the spe- of the COVID-19 outbreak, Scherer says cific aircraft at the same time. They are he “would not be surprised if there were Very Own William Garvey! more cautious in the widebody markets, some consolidation” in the sector. where limited volumes and customiza- Overall, Scherer is adamant that Air- tion make trading harder. A lot more bus is following a sophisticated strategy On his induction into the capital is bound by a single unit. in its dealings with the leasing industry “Living Legends of Aviation” Avitas’ Pilarski, a former McDonnell 4,352 that has proven to be highly successful. Douglas executive, recalls that “Douglas “The ideal scenario is a stable, com- wanted the leasing share [of total orders] petitive market,” he says. “Allocation not [to go] above 20%.” That clearly has needs to be carefully managed so there BCA Editor-In-Chief William Garvey has been inducted into not been the guidance at Airbus, which is availability for customers, but not at has used lessors more aggressively than the same time [as direct production slots the Living Legends of Aviation. other manufacturers as a way to build for airlines]. Lessors are great because market share. “The salesperson would they are more flexible than we can be and Garvey is part of the Class of 2020 inductees, which includes get the same credit [for a lessor order] Source: CAPA – Centre for Aviation react more short-term.” Apollo 13 Commander Jim Lovell, Gulfstream’s Larry Flynn as if it were an airline order,” he notes. Airbus is also using the leasing in- and Sergei Sikorsky. Past inductee recipients include more So it is no surprise that Mounir contends “it is more them dustry to build up market presence for new models. For [Airbus] than us” when it comes to creating an oversupply. instance, it placed the Rolls-Royce-powered A330-900 with than 100 men and women from every corner of aerospace. “All we have done is picking up over the past three years,” GECAS because the lessor owns a large fleet of General he says, conceding that “you have to be careful to see who Electric-powered Boeing 767s that will come up for replace- Photo: Business & Commercial Aviation (BCA) Editor-In-Chief William Garvey is introduced by Living Legends of Aviation host, actor/pilot John Travolta. ©2020 Larry Grace Photography / buys and who leases.” ment over time. Similarly, Airbus recently signed a deal for Living Legends of Aviation (LLoA) “I have yet to meet a leasing company that does not say 20 A220s with Nordic Aviation Capital (NAC), the largest there are too many other lessors and too much competition,” lessor specializing in the regional sector. “There is a lot of says Airbus Chief Commercial Officer Christian Scherer. “But science behind every deal,” Scherer says. I would agree that there has been a bit of a frenzy in the For Airbus, the leasing deals are also somewhat of an in- leasing market fueled by easy access to capital. We, as an insurance policy. “It is a real quid pro quo for manufacturers in AviationWeek.com/business-aviation dustry collectively, may have been a little too eager to pursue a crisis,” Scherer says. “In bad times, lessors can pay back; this, but I would not make that a superstrong statement.” they are a financial shock absorber for OEMs.” He points

18 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 19 COMMERCIAL AVIATION AE PAEEPAEEERC

CRISIS MODE

> COVID-19 TURNS INDUSTRY CHALLENGES INTO DRAMA > IATA PREDICTS UP TO $113 BILLION IN REVENUE LOSSES > FLYBE COLLAPSES AND MORE CONSOLIDATION IS EXPECTED

Jens Flottau Frankfurt, Helen Massy-Beresford Paris, Load factors are plunging for airlines Adrian Schofield Auckland, Bradley Perrett Sydney and worldwide as passengers avoid travel. Ben Goldstein, Sean Broderick and Michael Bruno Washington

he aviation industry likes certainty, predictability and CEO Alexandre de Juniac says. “In a little over two months, the industry’s long-term planning visibility for the big investments it prospects in much of the world have is based on. The COVID-19 crisis, which has now turned taken a dramatic turn for the worse.” into a global phenomenon, guarantees it has none of it De Juniac asserts that “as govern- T ments look to stimulus measures, the for the near future. airline industry will need consider- With the situation changing daily, Slater in a March 4 research briefi ng. ation for relief on taxes, charges and it is not even accurate to assume that “A dramatic slowdown in China plus slot allocation,” adding: “These are the situation is “unprecedented.” It is the damage to demand as the virus extraordinary times.” not clear whether recovery will follow spreads internationally point to world If COVID-19 spreads extensively, the pattern of the 2003 Severe Acute GDP contracting this quarter.” Even if IATA forecasts Australia, China, Ja- Respiratory Syndrome (SARS)— recovery is quick, Slater expects world pan, Malaysia, Singapore, South Korea, thereby having a precedent—or be GDP growth to contract to only around Thailand and Vietnam will su er a $49 much di erent and worse. 2% for the year, “easily the slowest billion revenue reduction and a 23% To date, there is no World Health pace in the last decade,” he notes. decline in passenger numbers. Canada Organization (WHO) warning not to The International Air Transport and the U.S. would see 10% fewer pas- travel to China, yet demand is implod- Association (IATA) projects the in- sengers and $21 billion less in revenues. ing along the virus’ path and beyond. dustry could lose up to $113 billion in Europe would experience a $44 billion Following the outbreak in Wuhan, revenues in 2020 if the virus spreads revenue shortfall. Nominal fuel costs China, the Asia-Pacific region was further. This would be 19% of forecast (not counting those achieved by fl ight affected the worst first. Now there revenues and “on a scale equivalent to cuts) could fall by $28 billion, provid- are similar developments in growing what the industry experienced in the ing some relief, although hedging could parts of Europe. And U.S. airlines are global fi nancial crisis,” IATA states. delay the impact for many airlines. beginning to make substantial capac- A less dramatic scenario assumes a The COVID-19 crisis makes the al- ity reductions across the Atlantic and reduction of $63 billion or 11%. Both ready complex situation with which in the domestic system. calculations assume that the recovery the industry has been dealing over- “The world economy is facing a will be V-shaped. whelmingly complicated. Some fac- sharp downturn in Q1 due to the im- “The turn of events as a result of tors, such as the already existing pact of the coronavirus,” writes Ox- COVID-19 is almost without prece- weakness in the widebody market, are ford Economics lead economist Adam dent,” IATA Director General and being made far worse. Others cancel

AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST COMMERCIAL AVIATION ALEX PLAVEVSKI/EPA-EFE/SHUTTERSTOCKAE PAEEPAEEERC

each other out partly but not every- first glance, with “only” 109 aircraft for only 10% of civil aircraft in 2000- where: Airlines have been scrambling planned for Asia-Pacific airlines this 2005 versus around 50% in 2010-2019.” for additional narrowbody capacity in year: 49 787s, six 777s and a notional Agency Partners expects a “sharp and some markets as the Boeing 737 MAX 54 737s. But of course, the lower num- rapid impact” on the civil aftermarket, grounding dragged on before the novel ber is not voluntary and expresses the which could be short, “as a traffic re- coronavirus outbreak. Now essentially effects of the MAX grounding and Chi- covery quickly drives a need to catch everywhere in the world the last thing na’s refusal to order more 787s until its up with deferred maintenance.” CRISIS airlines need is more aircraft. trade conflict with the U.S. is resolved. Lessors are exposed, too. Early on, If traffic does not come back in the “People don’t buy aircraft to take de- some larger lessors expressed opti- next few months, the MAX may hit livery tomorrow,” Boeing Commercial mism that they could shift capacity the market at the worst possible time. Aircraft head of sales Isshane Mounir within their customer portfolio from Massive deferrals and cancellations says, noting that “China conversations affected operators to those in need of MODE are becoming possible for airlines fol- are on standby right now [as] air - lift due to the MAX and other lingering lowing the one-year anniversary of the lines are in cash-conservation mode.” issues, including A321 delivery delays grounding this month. And why would Mounir says he believes “this is a short- and Rolls-Royce Trent 1000 engine they not make use of those options? term issue for now.” problems that grounded some 787s. There is disruption everywhere in Airbus CEO Guillaume Faury set a But the virus’ spread into Europe and aerospace and air transport. Airbus’ different tone at a March 4 hearing of North America has tempered that. narrowbody production meltdown, the French senate’s economic affairs Facing cash-strapped carriers, lessors > COVID-19 TURNS INDUSTRY CHALLENGES INTO DRAMA which would be consid- have little choice about ered a major industrial being flexible. Planned Deliveries IATA PREDICTS UP TO $113 BILLION IN REVENUE LOSSES crisis in normal times, How bad things will > to Asia-Pacific get and for how long has almost been for - gotten. And while most Airlines in 2020 depends on how quickly > FLYBE COLLAPSES AND MORE CONSOLIDATION IS EXPECTED observers are awestruck air travel can recover. by the sharp drop in Different regions are in traffic as COVID-19 A different phases of the proliferates, it is import- crisis, and everything Jens Flottau Frankfurt, Helen Massy-Beresford Paris, Load factors are plunging for airlines ant not to forget that remains fluid. Adrian Schofield Auckland, Bradley Perrett Sydney and worldwide as passengers avoid travel. there were more grad- China is preparing to Ben Goldstein, Sean Broderick and Michael Bruno Washington ual declines last year, T go into recovery mode. before the coronavirus The government will CEO Alexandre de Juniac says. “In a emerged. Air transport pay subsidies to support he aviation industry likes certainty, predictability and little over two months, the industry’s had been on the verge international air connec- long-term planning visibility for the big investments it prospects in much of the world have of a substantial slow- tions, as local airlines is based on. The COVID-19 crisis, which has now turned taken a dramatic turn for the worse.” down from its 10-year plan further restoration into a global phenomenon, guarantees it has none of it De Juniac asserts that “as govern- above-average growth A320/ A330 A350 A380 737 MAX* 777 787 in domestic capacity. T ments look to stimulus measures, the phase as trade conflicts A320neo For the week of March for the near future. airline industry will need consider- took their toll. Family MA . 9, airlines are planning to With the situation changing daily, Slater in a March 4 research briefi ng. ation for relief on taxes, charges and For Airbus, Boeing Source: Aviation Week Network Fleet Discovery run more than twice the it is not even accurate to assume that “A dramatic slowdown in China plus slot allocation,” adding: “These are (and lessors, see p. 16), domestic capacity they the situation is “unprecedented.” It is the damage to demand as the virus extraordinary times.” there is huge risk that airlines sched- committee, saying that industry-wide offered amid their period of maximum not clear whether recovery will follow spreads internationally point to world If COVID-19 spreads extensively, uled to take delivery of new aircraft orders for long-haul aircraft could be retrenchment in February. the pattern of the 2003 Severe Acute GDP contracting this quarter.” Even if IATA forecasts Australia, China, Ja- this year will not be able to afford affected in the current crisis. “When Though more seats are being of- Respiratory Syndrome (SARS)— recovery is quick, Slater expects world pan, Malaysia, Singapore, South Korea, them or will defer deliveries as a mea- it comes to long-haul aircraft, between fered within China, aircraft appear thereby having a precedent—or be GDP growth to contract to only around Thailand and Vietnam will su er a $49 sure of caution. Airbus is targeting Airbus and Boeing we have a lot of to be flying less than half full. For much di erent and worse. 2% for the year, “easily the slowest billion revenue reduction and a 23% around 880 deliveries in 2020, of which supply and a market that is not quite international routes on which several To date, there is no World Health pace in the last decade,” he notes. decline in passenger numbers. Canada 338 (or close to 40% of production) are as strong as was predicted a few years airlines are operating, the government Organization (WHO) warning not to The International Air Transport and the U.S. would see 10% fewer pas- supposed to go to Asian operators (see ago,” Faury said. will pay a subsidy of 0.0176 yuan per travel to China, yet demand is implod- Association (IATA) projects the in- sengers and $21 billion less in revenues. graph). This is not counting aircraft to Airbus is expecting a massive hit to available seat-kilometer (0.41 U.S. ing along the virus’ path and beyond. dustry could lose up to $113 billion in Europe would experience a $44 billion be delivered to lessors that are intend- the A330neo program. Air Asia X—by cents per available seat-mile), the fi- Following the outbreak in Wuhan, revenues in 2020 if the virus spreads revenue shortfall. Nominal fuel costs ed to be flown by airlines in the region. far the largest A330neo customer, with nance ministry says. If only one air- China, the Asia-Pacific region was further. This would be 19% of forecast (not counting those achieved by fl ight While much of the focus has been 78 on firm order—said late last month line serves a route, it will be paid three affected the worst first. Now there revenues and “on a scale equivalent to cuts) could fall by $28 billion, provid- on Airbus A330neo risk, only seven it will defer A330-900 deliveries. times as much, 0.0528 yuan. The sup- are similar developments in growing what the industry experienced in the ing some relief, although hedging could of the aircraft are scheduled to go to “Civil manufacturers could be affect- port extends to foreign carriers. parts of Europe. And U.S. airlines are global fi nancial crisis,” IATA states. delay the impact for many airlines. Asia-Pacific carriers this year, accord- ed for several years but with a limited About 80% of China’s international beginning to make substantial capac- A less dramatic scenario assumes a The COVID-19 crisis makes the al- ing to the Aviation Week Intelligence impact to 2020, though airlines espe- capacity, including that run by for- ity reductions across the Atlantic and reduction of $63 billion or 11%. Both ready complex situation with which Network Fleet Discovery database. cially in Asia are already reported to be eign airlines, had been shut down by in the domestic system. calculations assume that the recovery the industry has been dealing over- The A350 is much more exposed, with talking to OEMs about deferrals,” ana- mid-February, according to data from “The world economy is facing a will be V-shaped. whelmingly complicated. Some fac- 37 total deliveries—including many to lysts at London-based Agency Partners OAG and the Aviation Week Network’s sharp downturn in Q1 due to the im- “The turn of events as a result of tors, such as the already existing mainland Chinese carriers and Cathay write in a note to clients. “Comparisons CAPA – Centre for Aviation. No trend pact of the coronavirus,” writes Ox- COVID-19 is almost without prece- weakness in the widebody market, are Pacific Airways, based in Hong Kong. with the impact of SARS are mislead- improvement has appeared since then. ford Economics lead economist Adam dent,” IATA Director General and being made far worse. Others cancel Boeing’s risk looks to be lower at ing and poorly judged: Asia accounted Chinese domestic capacity, by con-

AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 21 COMMERCIAL AVIATION

trast, is rising from week to week, up weeks, CAPA and OAG data indicate. capacity up to 25%. Demand to Italy from a mid-February trough of about South Korea-based airlines such as has suffered the most. 30% of the precrisis level. The govern- Korean Air have cut back schedules Yet airline CEOs were trying to ment is demanding that the country dramatically: Korean Air has suspend- reassure themselves March 3 that get back to business: Factories and ed more than 100 of its international the spread of COVID-19 and the con- offices have been reopening. Airlines flights, with frequency reductions on at sequent demand slump will be short- have likewise been putting aircraft least a dozen more. lived and followed by a quick-recovery. back in the air. For the week begin- Japan is another market severely af- “I am quite confident we will get ning March 9, airlines are offering fected. International seats were down through this in a relatively short 9.9 million domestic seats, about two- 34% for the week of March 2 versus period of time,” Air France-KLM thirds of the pre-epidemic volume. Jan. 27, CAPA and OAG data show. The CEO Ben Smith said at the Airlines Data on loads is not available, but on decline initially hit only international for Europe (A4E) Aviation Summit a typical day during the week of Feb. traffic, but on March 4 All Nippon Air- in Brussels. “It is a big event with a 24, Chinese airlines carried only 22% ways announced domestic cuts, too. huge impact but relatively muted in as many passengers on domestic and The service reductions are a par- other regions.” international services as they had a ticularly tough blow for Japan, as the Ryanair CEO Michael O’Leary ex- year ago, according to Chinese avia- country’s airlines and government pects “deflated bookings for the next tion data firm VariFlight. Comparing were targeting a wave of traffic growth 2-3 weeks,” adding: “Then people will that with seat offerings in the same in 2020. The government created 50 get bored about COVID-19 coverage. week suggests loads of less than 50%. new slots at congested Tokyo Haneda Bookings through summer are reasonably solid right now.” Chinese Airline Capacity IATA requested slot rules to be suspended globally for the entire 20 2020 Total summer timetable (from the end of T March to the end of October). A4E ar- gued this would give airlines the nec- 15 essary flexibility to cut back flights 2020 Domestic without the risk of losing access to slot-constrained airports in the sum- 10 mer of 2021. Airlines are generally required to use a slot at a regulated airport for at least 80% of the time or 5 lose it for the next period. The rule 2020 International

A A was suspended after the outbreak of 0 SARS in 2003, though. Henrik Hololei, the European Com- Dec. 30, 2019 M A mission’s director general for trans- *Scheduled (and subject to day-to-day adjustment) for mainland China; international includes capacity of foreign airlines. port and mobility, pointed out that Source: OAG and Aviation Week Network’s CAPA – Centre for Aviation there is no immediate pressure on regulators to act. He expects to make The crisis has overcome attempts Airport for use from late March to a decision in April at the earliest. by HNA Group to save itself. In talks boost international service. North American commercial car- for investment by the Hainan pro - Almost all Asia-Pacific govern- riers that operate in the Asia-Pacific vincial government, the authorities ments have introduced travel restric- region suspended all flying to China are expressing interest in acquiring tions, and new measures announced and Hong Kong in early February and stakes of HNA Group’s foreign avia- by India are among the most strin- slashed capacity to affected regions tion assets, though nationalization of gent, suspending visas for travelers including Japan, Northern Italy and Hainan Airlines remains the focus, from China, Iran, Italy, Japan and South Korea. say three sources familiar with the South Korea. United Airlines, the U.S. carrier discussions. The foreign HNA avia- In Europe, Flybe became the first most exposed to the Asia-Pacific tion businesses in which the province airline to collapse since traffic began region, took still more aggressive could invest could include lessor Avo- to plunge. After years of distress, the moves March 4, cutting its interna - lon, say sources associated with the continent’s largest regional airline tional schedule by 20% in April—on group, the government and creditors. went into administration March 5 and top of previous cuts to Asia-Pacific Other markets in the Asia-Pacific stopped flying immediately. service—with “similar reductions region are also suffering massive de- Elsewhere in Europe, airlines have planned for May.” The airline will clines in air service. South Korea has made deep, short-term capacity cuts. also reduce its schedules across the been particularly hard hit, reflecting Ryanair, for example, is taking 25% of U.S. and Canada by 10% in April, the fact that it has the second-high- capacity out on a rolling basis to ad- citing the decline in international est number of coronavirus cases just to the new lower demand levels. bookings combined with lower de - behind China. International seat ca- Lufthansa Group is grounding the mand from U.S. travelers. Domestic pacity in the South Korean market equivalent of 23 long-haul aircraft and capacity cuts are also expected to almost halved in the space of just six 150 narrowbodies to reduce short-haul extend into May. c

22 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST COMMERCIAL AVIATION TECHNOLOGY trast, is rising from week to week, up weeks, CAPA and OAG data indicate. capacity up to 25%. Demand to Italy Airbus Advances Autonomy Project and deduces the runway’s centerline. from a mid-February trough of about South Korea-based airlines such as has suffered the most. The December flight test began with 30% of the precrisis level. The govern- Korean Air have cut back schedules Yet airline CEOs were trying to as Part of Future-Cockpit Concept a deliberate 4-m (13-ft.) offset position ment is demanding that the country dramatically: Korean Air has suspend- reassure themselves March 3 that before the brakes were released. The get back to business: Factories and ed more than 100 of its international the spread of COVID-19 and the con- > TAKEOFF AND LANDING TESTS HAVE SUCCESSFULLY EMPLOYED aircraft autonomously reached the offices have been reopening. Airlines flights, with frequency reductions on at sequent demand slump will be short- IMAGE RECOGNITION centerline while accelerating. In a video have likewise been putting aircraft least a dozen more. lived and followed by a quick-recovery. released by Airbus, the copilot can be back in the air. For the week begin- Japan is another market severely af- “I am quite confident we will get > FIFTH-GENERATION COCKPIT IS NEARING THE DRAWING BOARD heard saying, “It is converging . . . over- ning March 9, airlines are offering fected. International seats were down through this in a relatively short shooting . . . coming back on it.” 9.9 million domestic seats, about two- 34% for the week of March 2 versus period of time,” Air France-KLM Thierry Dubois Toulouse At the preset speed, the control thirds of the pre-epidemic volume. Jan. 27, CAPA and OAG data show. The CEO Ben Smith said at the Airlines law took care of the rotation, and the Data on loads is not available, but on decline initially hit only international for Europe (A4E) Aviation Summit he autonomous taxi, takeoff- give the crew more time and band- autopilot took over with an existing a typical day during the week of Feb. traffic, but on March 4 All Nippon Air- in Brussels. “It is a big event with a and-landing (ATTOL) project is width to analyze a situation, regard- mode, says Giuliano. 24, Chinese airlines carried only 22% ways announced domestic cuts, too. huge impact but relatively muted in Tthe first visible part of Airbus’ less of the airport’s landing aids. It For the landing tests, the crew as many passengers on domestic and The service reductions are a par- other regions.” work on a so-called fifth-generation would enable the aircraft to land au- aligned the aircraft with the center- international services as they had a ticularly tough blow for Japan, as the Ryanair CEO Michael O’Leary ex- flight deck, which is aimed at improv- tomatically, while the crew looks at the line in approach and then cut off GPS year ago, according to Chinese avia- country’s airlines and government pects “deflated bookings for the next ing safety by allowing a crew more situation as a whole. and ILS receivers. The aircraft landed tion data firm VariFlight. Comparing were targeting a wave of traffic growth 2-3 weeks,” adding: “Then people will time for decision-making. As part of “Airbus commercial aircraft use autonomously, using visual cues. Two that with seat offerings in the same in 2020. The government created 50 get bored about COVID-19 coverage. the project, a modified A350-1000 4,000 airports, 1,000 of which have runways were used for the five land- week suggests loads of less than 50%. new slots at congested Tokyo Haneda Bookings through summer are rea- performed eight automated takeoffs an instrument landing system (ILS), ings, meaning the system adapted to sonably solid right now.” in December in Toulouse, using an im- and only a few hundred runways are different visual environments. Chinese Airline Capacity IATA requested slot rules to be age-recognition system. Landing trials suspended globally for the entire followed in mid-January. Airbus’ autonomous takeoff 20 2020 Total summer timetable (from the end of Airbus flight safety experts see the T March to the end of October). A4E ar- main goal for the design of a fifth-gen- system detects converging gued this would give airlines the nec- eration cockpit as enabling the pilot vanishing lines and deduces 15 essary flexibility to cut back flights to become a mission manager. Infor- the runway’s centerline. 2020 Domestic without the risk of losing access to mation should be presented more syn- slot-constrained airports in the sum- thetically, says Pascal Traverse, Airbus’ 10 mer of 2021. Airlines are generally general manager of autonomy technol- required to use a slot at a regulated ogy. Typically, a primary flight display airport for at least 80% of the time or with parameters such as a speed scale 5 lose it for the next period. The rule could disappear for most of the flight. 2020 International

A A was suspended after the outbreak of The electronic centralized aircraft 0 SARS in 2003, though. monitor (ECAM, also known as the Henrik Hololei, the European Com- engine-indicating and crew-alerting Dec. 30, 2019 M A mission’s director general for trans- system) usually recommends remedi- *Scheduled (and subject to day-to-day adjustment) for mainland China; international includes capacity of foreign airlines. port and mobility, pointed out that al actions. But “instead of telling the AIRBUS Source: OAG and Aviation Week Network’s CAPA – Centre for Aviation there is no immediate pressure on crew to shut down a pump, the ECAM compatible with our autoland capac- During deceleration, the system regulators to act. He expects to make would shut it down,” Traverse says. ity,” says Sebastien Giuliano, ATTOL realigned the aircraft when required. The crisis has overcome attempts Airport for use from late March to a decision in April at the earliest. In a fifth-generation cockpit, the au- project manager. The fifth landing involved the brake-to- by HNA Group to save itself. In talks boost international service. North American commercial car- topilot would be key. It would have more Satellite-based guidance does not vacate system, which regulates deceler- for investment by the Hainan pro - Almost all Asia-Pacific govern- riers that operate in the Asia-Pacific capabilities such as coping with wind allow autolanding, but it can be seen ation so the aircraft reaches the chosen vincial government, the authorities ments have introduced travel restric- region suspended all flying to China gusts, and therefore could be engaged as an alternative to ILS. However, loss exit at the correct speed. Coupling the are expressing interest in acquiring tions, and new measures announced and Hong Kong in early February and throughout the flight. It would become of the signal from a global navigation two systems was deemed successful. stakes of HNA Group’s foreign avia- by India are among the most strin- slashed capacity to affected regions more reliable, thanks to increased com- satellite system is reported regularly. Could fog be a limitation? The tion assets, though nationalization of gent, suspending visas for travelers including Japan, Northern Italy and puter redundancy, Traverse explains. With computer vision, the aircraft ATTOL system can use sensors out- Hainan Airlines remains the focus, from China, Iran, Italy, Japan and South Korea. Enhancing the autopilot would al- would no longer depend on an external side the visible spectrum, Giuliano say three sources familiar with the South Korea. United Airlines, the U.S. carrier low an existing trend to continue. The system, Giuliano emphasizes. answers. The resulting “image” would discussions. The foreign HNA avia- In Europe, Flybe became the first most exposed to the Asia-Pacific A350 includes the latest in autopilot The ATTOL project was launched in not have to be seen by a human eye tion businesses in which the province airline to collapse since traffic began region, took still more aggressive technology, which remains engaged June 2018 for a duration of two years and therefore could be analyzed di- could invest could include lessor Avo- to plunge. After years of distress, the moves March 4, cutting its interna - even though flight-envelope protection by Airbus UpNext, an organization that rectly by a software program. lon, say sources associated with the continent’s largest regional airline tional schedule by 20% in April—on becomes active. Moreover, the speed also manages the E-Fan X hybrid-elec- Another limitation—sunlight daz- group, the government and creditors. went into administration March 5 and top of previous cuts to Asia-Pacific brakes automatically extend after the tric demonstrator and Fello’fly project zling the camera—has been overcome Other markets in the Asia-Pacific stopped flying immediately. service—with “similar reductions aircraft surpasses 5 kt. above maxi- for fuel-efficient formation flight. One by using the camera that monitors the region are also suffering massive de- Elsewhere in Europe, airlines have planned for May.” The airline will mum operating speed. aim of the ATTOL system is to exploit main landing gear, which is under the clines in air service. South Korea has made deep, short-term capacity cuts. also reduce its schedules across the In the fifth-generation cockpit, the the possibilities of image recognition nose section and oriented rearward, been particularly hard hit, reflecting Ryanair, for example, is taking 25% of U.S. and Canada by 10% in April, size of the crew no longer would be a when the system is close to the ground. shielding it from the Sun and enabling the fact that it has the second-high- capacity out on a rolling basis to ad- citing the decline in international factor of safety, according to Traverse. At the heart of ATTOL are a camera it to follow the runway’s centerline, est number of coronavirus cases just to the new lower demand levels. bookings combined with lower de - A long-haul flight would need two pilots (mounted on top of the instrument panel Giuliano explains. It can be used for behind China. International seat ca- Lufthansa Group is grounding the mand from U.S. travelers. Domestic instead of three, but “reducing the size and looking forward), image-processing every takeoff after rotation, once the pacity in the South Korean market equivalent of 23 long-haul aircraft and capacity cuts are also expected to of the crew is not an objective,” he says. algorithms and a control law. The sys- cockpit camera is pointing at the sky almost halved in the space of just six 150 narrowbodies to reduce short-haul extend into May. c The ATTOL system is intended to tem detects converging vanishing lines and not the runway. c

22 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 23 DEFENSE > Boeing FARA design p. 26 UK carrier helos p. 28 Irish air defense p. 29 New USAF tech strategy p. 30 Growing U.S. air mobility p. 30 Chinese hypersonics p. 32 Boeing ‘loyal wingman’ drone p. 33 DEATH OF THE FIGHTER? > U SAF PLOTS FLEET INSERTION PATH FOR “LOYAL WINGMAN” > KRATOS SET TO DELIVER 12 XQ58 BY EARLY 2021

Steve Trimble and Lee Hudson Orlando, Florida GA-ASI proposes defending tankers with jet-powered, missile-carrying he format of the U.S. Air Force’s “fi reside chat” series drones like the Defender (pictured). is well-understood. A technology pioneer such as But Musk’s remarks only di ered Je Bezos, Richard Branson or Mark Cuban appears with those of senior Air Force offi- onstage at an Air Force-a liated event, counsels an cials at the same event in the details T of timing and scope. For over a year, audience of pilots and airmen about innovation and, not least, Will Roper, assistant secretary of the tries not to o end anyone. Elon Musk arrived at the Air Warfare Air Force for acquisition, technology Symposium on Feb. 28 with a di erent plan. and logistics, has championed a vision of future airpower populated by nu- The founder of SpaceX and Tesla, “The competitor [to a manned fi ght- merous, small batches of autonomous who seems to delight in publicly tweak- er] should be a drone fighter plane aircraft augmenting manned fi ghters ing established competitors in the space that is remote-controlled by a human, with specialized capabilities. For the market such as Boeing and Lockheed but with its maneuvers augmented by fi rst time, Gen. James Holmes, head of Martin, sat on the Air Force Associa- autonomy,” Musk writes. Air Combat Command (ACC), o ered tion’s (AFA) stage and declared that Musk’s comments on airpower a path to introducing such aircraft the fi ghter aircraft—for decades the should be taken with a grain of salt. into the fl eet around 2025-27. heart of the Air Force’s tactical com- Although his companies have sought In the near term, the Air Force is bat capability—is already irrelevant. to disrupt the space, automotive and focused on replacing aging F-15C/Ds “The fighter-jet era has passed,” mining industries, Musk has no track with a mix of Boeing F-15EXs and Lock- Musk said, provoking audible gasps record in the aircraft sector. One of heed Martin F-35As. The Air Force and murmurs in an audience pep- his symposium hosts, David Deptula, a decided to add the F-15EX to its inven- pered with o cers clad in fl ight suits. retired lieutenant general who is now tory last year even as the Air Force Lt. Gen. John Thompson, Musk’s inter- dean of the AFA’s Mitchell Institute, Research Laboratory (AFRL) began viewer, quickly changed the subject. also pointed out in a rapidly published experimenting with a new class of low- Hours later, Musk clarified in a rebuttal in Forbes that Musk’s predic- cost aircraft with an “attritable” value. tweeted reply to Aviation Week that tions about autonomy are often wrong, The first such experimental air- he meant the fi ghter aircraft remains even when it concerns the self-driving craft, the Kratos XQ-58A Valkyrie, relevant, just not the pilot onboard. capabilities of Tesla cars. in March 2019 completed the fi rst of

2 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST DEFENSE > Boeing FARA design p. 26 UK carrier helos p. 28 Irish air defense p. 29 New USAF tech strategy p. 30 Growing U.S. air mobility p. 30 Chinese hypersonics p. 32 Boeing ‘loyal wingman’ drone p. 33

four fl ights made to date. Next year, and surveillance aircraft, from aerial capabilities road map that shows how the Air Force plans to fl y the XQ-58A attack while an inside force of stealth we’re going to accomplish the missions or a similar aircraft with an artifi cial bombers and fi ghters engaged targets for the Air Force that we traditionally intelligence “brain,” which allows the downrange, a GA-ASI spokesman says. had done with fi ghters.” so-called Skyborg aircraft to learn Kratos, meanwhile, continues work- At the same time, Holmes’ counter- DEATH OF THE FIGHTER? maneuvers as it fl ies. Such capabili- ing on the XQ-58. The AFRL initially parts in the Air Force Materiel Com- ties are not far from Musk’s vision of funded fi ve test fl ights, but despite a mand (AFMC) are also changing their > U SAF PLOTS FLEET INSERTION PATH FOR “LOYAL WINGMAN” future air combat, but they are too crash landing on the third fl ight, all approach to fi ghter acquisition. Last immature to replace a fl eet of F-15Cs test objectives were met after the October, the AFMC established the on the verge of being grounded; hence, third test, says Steve Fendley, presi- Advanced Aircraft Program Execu- > KRATOS SET TO DELIVER 12 XQ58 BY EARLY 2021 the decision to buy the F-15EX instead. dent of Kratos’ Unmanned Systems tive O ce, which is tasked with rein- The next opportunity to introduce a Division. The AFRL now is accelerat- venting the acquisition process for the new kind of aircraft comes in about 5-8 ing the “missionization” of the XQ-58, next class of fi ghters. A modern fi ghter years, Holmes says. That timing dove- Fendley says, adding payloads and is typically developed over a decade tails, perhaps intentionally, with the potentially weapons. The first pay- and then sustained for several more. schedule for maturing aircraft such load integration will be demonstrated For the next generation, the Air Force as the XQ-58A and Skyborg. The Air in April, when the XQ-58 serves as a now prefers to produce multiple air- Force will need to replace hundreds of communication conduit between the craft in small batches, in development F-16 Block 25s and Block 30s, which F-35 and the F-22. cycles lasting only fi ve years. entered production in the mid-1980s. Meanwhile, Kratos has started pro- The sustainment phase would be “There’s an opportunity there if we duction, with 12 XQ-58s scheduled o minimal, as the aircraft would be want to cut in something new, a low- the assembly line by the fi rst quarter of phased out after a brief operational cost attritable, loyal wingman and the 2021. The fl eet will be assigned to mul- career. The approach requires that di erent things that we’re looking at tiple demonstration programs, funded the Air Force make the design phase and experimenting with,” Holmes says. by several agencies, Fendley says. profi table for contractors, which now

In late February, Holmes and RAS Roper met to discuss the meaning of US AIR R a “fi ghter aircraft” in the future with the Next-Generation Air Dominance (NGAD) program in the backdrop. The program o ce for NGAD began operations in October, with a focus on Steve Trimble and Lee Hudson Orlando, Florida GA-ASI proposes defending tankers with jet-powered, missile-carrying inventing a new production process capable of a ordably producing small drones like the Defender (pictured). he format of the U.S. Air Force’s “fi reside chat” series batches of advanced aircraft every 3-5 is well-understood. A technology pioneer such as years. But Air Force o cials are still But Musk’s remarks only di ered grappling with the defi nition of basic Je Bezos, Richard Branson or Mark Cuban appears with those of senior Air Force offi- requirements such as range and pay- The F-16 Block 25/30 replacement could be a low-cost, onstage at an Air Force-a liated event, counsels an cials at the same event in the details load, as operations in the vast Pacifi c attritable drone such as the Kratos XQ-58 Valkyrie. T of timing and scope. For over a year, Ocean dominate the calculations. audience of pilots and airmen about innovation and, not least, Will Roper, assistant secretary of the “The equation and the kind of math tries not to o end anyone. Elon Musk arrived at the Air Warfare Air Force for acquisition, technology that we use for a fighter still works The XQ-58’s performance helps lose money in design and earn profi ts Symposium on Feb. 28 with a di erent plan. and logistics, has championed a vision pretty well in the European environ- defi ne the new class of aircraft, called during the sustainment phase. The of future airpower populated by nu- ment—the range and payload and dis- “loyal wingman” in the U.S. and “re- approach means paying higher prices The founder of SpaceX and Tesla, “The competitor [to a manned fi ght- merous, small batches of autonomous tance,” Holmes says. “It’s not as e ec- mote carriers” in Europe. A critical up front for the design, but theoreti- who seems to delight in publicly tweak- er] should be a drone fighter plane aircraft augmenting manned fi ghters tive a solution in the Pacifi c, because feature shared by the XQ-58 and cally less overall during the shorter ing established competitors in the space that is remote-controlled by a human, with specialized capabilities. For the of the great distances. So as you look similar aircraft such as the Boeing lifespan of the aircraft. market such as Boeing and Lockheed but with its maneuvers augmented by fi rst time, Gen. James Holmes, head of at NGAD and you look at the following Airpower Teaming System (ATS) is The Air Force is still trying to craft Martin, sat on the Air Force Associa- autonomy,” Musk writes. Air Combat Command (ACC), o ered programs, I wouldn’t expect it to pro- range. Both are capable of fl ying 3,000 the contractual mechanism for such tion’s (AFA) stage and declared that Musk’s comments on airpower a path to introducing such aircraft duce things that necessarily look like nm unrefueled, almost three times the an acquisition approach, says Gen. the fi ghter aircraft—for decades the should be taken with a grain of salt. into the fl eet around 2025-27. a traditional fi ghter.” range of the F-35. Unlike the ATS, the Arnold Bunch, the head of AFMC. heart of the Air Force’s tactical com- Although his companies have sought In the near term, the Air Force is The exhibit hall at the Air Warfare XQ-58 does not need a runway to land, “Industry is going to have to rethink bat capability—is already irrelevant. to disrupt the space, automotive and focused on replacing aging F-15C/Ds Symposium offered some clues. Be- and instead deploys a parachute. how they want to go do this. They’re “The fighter-jet era has passed,” mining industries, Musk has no track with a mix of Boeing F-15EXs and Lock- sides the usual displays and posters Both aircraft seem unrecognizable gonna have to talk to their boards in Musk said, provoking audible gasps record in the aircraft sector. One of heed Martin F-35As. The Air Force of F-35s and F-15s, some new concepts from the typical next-generation fi ght- a di erent way,” Bunch says. “ [Some- and murmurs in an audience pep- his symposium hosts, David Deptula, a decided to add the F-15EX to its inven- appeared. General Atomics Aeronau- er favored by ACC, but the command thing] we also have to factor in to that pered with o cers clad in fl ight suits. retired lieutenant general who is now tory last year even as the Air Force tical Systems Inc. (GA-ASI) showed a is changing its approach, Holmes says. is: How do I do my cost estimates? How Lt. Gen. John Thompson, Musk’s inter- dean of the AFA’s Mitchell Institute, Research Laboratory (AFRL) began concept design called “Defender,” an “In the past at Air Combat Com- do I do my fi nancial planning? How do viewer, quickly changed the subject. also pointed out in a rapidly published experimenting with a new class of low- apparent variant of the Predator C mand, we would have built something I interact with Congress?” c Hours later, Musk clarified in a rebuttal in Forbes that Musk’s predic- cost aircraft with an “attritable” value. Avenger, armed with air-to-air missiles that we call a fi ghter road map . . . to tweeted reply to Aviation Week that tions about autonomy are often wrong, The first such experimental air- and infrared search-and-track sensors. fi gure out what our fi ghter force will Aviation Week editors discuss he meant the fi ghter aircraft remains even when it concerns the self-driving craft, the Kratos XQ-58A Valkyrie, The Defender would protect an “outlook like for the next 30 years,” Holmes whether the time for manned fi ghter aircraft relevant, just not the pilot onboard. capabilities of Tesla cars. in March 2019 completed the fi rst of side force” of enablers, such as tankers said. “What I would rather build is a has passed:

2 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 2 DEFENSE

Boeing Reveals Long- Awaited FARA Design

> U.S. ARMY TO AWARD TWO FARA PROTOTYPE CONTRACTS THIS MONTH AVX AIRCRAFT/L3HARRIS TECHNOLOGIES AVX > FIVE ROTORCRAFT CONFIGURATIONS ARE ON OFFER

AVX Aircraft/L3Harris Technologies Compound Coax- ial Helicopter (CCH) Side-by-side cockpit, articulated coaxial rotors, wing and ducted fans. BELL

Boeing’s FARA design includes a tandem cockpit, hingeless high-solidity Bell 360 Invictus Tandem cockpit, articulated main main rotor, canted tail rotor rotor, wing, canted ducted tail rotor and supplemental and pusher propulsor. power unit.

Graham Warwick and Lee Hudson Washington

he last of the five competing teams for the U.S. Ar- my’s Future Attack Reconnaissance Aircraft (FARA) Tprogram to unveil its design, Boeing has revealed it is offering a thrust-compounded helicopter. The clean-sheet design is being pitched to win one of two contracts the Army expects to award at the end of March to build FARA prototypes for a competitive flyoff at the end of fiscal 2023. KAREM AIRCRAFT/NORTHROP GRUMMAN/RAYTHEON KAREM AIRCRAFT/NORTHROP FARA is intended to replace Boeing AH-64E Apaches now used in the armed reconnaissance role—about half the Army’s Karem Aircraft/Northrop Grumman/Raytheon AR40 fleet—with the first unit scheduled to be equipped in 2028. Side-by-side cockpit, active rigid rotor, tilting wing and Boeing conducted trade studies looking at all possi- swiveling tail-rotor/propulsor. ble configurations for an armed scout before selecting a thrust-compounded helicopter, says Shane Openshaw, FARA program manager. SIKORSKY “We did not go into this with our minds made up,” he says, describing a “focused effort” over the past 18 months to define an all-new aircraft that “meets or exceeds all the Army’s requirements,” including a maximum speed of at least 180 kt. Boeing employed model-based systems engineering for its FARA offering, similar to the method the company used to win the Air Force’s T-X program and the Navy’s Carri- er-Based Aerial Refueling System effort—the company’s T-7 and MQ-25, respectively—says Mark Cherry, vice president and general manager of Phantom Works at Boeing. “We’re doing that combination of listening to our customer, understanding our own capability and putting that Sikorsky Raider X Side-by-side cockpit, coaxial rigid together into a purpose-built clean-sheet design that we rotors and pusher propulsor. believe will meet all the needs the Army is looking for,” Cherry says.

26 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST DEFENSE BOEING

Boeing Reveals Long- This includes close consideration of both life-cycle and experience with fly-by-wire from the RAH-66 Comanche acquisition costs for the new aircraft, Cherry adds. armed scout developed with Sikorsky and the Sikorsky/ Awaited FARA Design Boeing’s tandem-seat, single-engine design has a hinge- Boeing SB-1 Defiant high-speed helicopter demonstrator less single main rotor with six blades for high solidity, a that is now in flight testing. > U.S. ARMY TO AWARD TWO FARA canted four-blade tail rotor and a clutched four-blade pro- The AH-64 has a four-blade, fully articulated rotor, but PROTOTYPE CONTRACTS THIS MONTH peller on the tail for propulsion. Power comes from a single Boeing’s experience with hingeless rotors dates back to its AVX AIRCRAFT/L3HARRIS TECHNOLOGIES AVX 3,000-shp General Electric T901, and there is no wing. YUH-61 entrant in the utility-helicopter competition that > FIVE ROTORCRAFT The five competitors are offering different rotorcraft con- produced the Sikorsky UH-60 Black Hawk. Flown in 1973, CONFIGURATIONS figurations for FARA (see image box on facing page). the YUH-61 had a composite four-blade hingeless rotor ARE ON OFFER Boeing has not partnered with any other vendors for its based on Boeing’s experience working with MBB on the FARA offering and is instead taking a “One Boeing” ap - BO105 light helicopter. proach, Cherry says. “Our other suppliers and other part- Despite the addition of a propeller, which is driven via a AVX Aircraft/L3Harris Technologies Compound Coax- ners are still something that we will build later, but at this clutch mounted aft of the tail rotor gearbox, “we do not see ial Helicopter (CCH) Side-by-side cockpit, articulated point consider it a Boeing-led development,” he notes. this as an overly complex design,” Cherry says. “The Army coaxial rotors, wing and ducted fans. Boeing’s high-solidity hingeless rotor provides agility has set the industry tough problems with its mandatory and maneuverability without the high flapping of a fully requirements and desirements. Every configuration has BELL articulated rotor, Openshaw says. The tail rotor provides its pluses and its drawbacks.” maneuverability at low speed, and the propeller provides Boeing Phantom Works is leading the FARA bid, work- maneuverability at high speed. Weapons are carried inter- ing with the company’s AvioniX and Aurora Flight Scienc- nally to minimize drag. es divisions on the prototype. In common with the other The configuration is reminiscent of Lockheed’s AH-56 bidders—and to meet the Army’s accelerated schedule for Cheyenne, flown in 1967, but is smaller because the FARA development and fielding—Boeing has begun work on its is limited to a rotor diameter of less than 40 ft. so that it FARA prototype in anticipation of winning one of the two Boeing’s FARA design can fly between buildings in urban combat. Boeing looked contracts. includes a tandem cockpit, at the AH-56 for lessons learned, but the rotor is different, “We are not inventing new technologies,” Openshaw says. hingeless high-solidity Openshaw says. “We are integrating and improving on mature technologies Bell 360 Invictus Tandem cockpit, articulated main main rotor, canted tail rotor The rigid-rotor AH-56 experienced control challenges, to meet the challenges of delivering with the risk, schedule rotor, wing, canted ducted tail rotor and supplemental and pusher propulsor. but it was not a fly-by-wire helicopter, he notes. Boeing has and cost [the Army wants]. This is the right way to go.” c power unit.

Graham Warwick and Lee Hudson Washington he last of the five competing teams for the U.S. Ar- my’s Future Attack Reconnaissance Aircraft (FARA) Tprogram to unveil its design, Boeing has revealed it Looking for commercial, is offering a thrust-compounded helicopter. The clean-sheet design is being pitched to win one of two military or space solutions? contracts the Army expects to award at the end of March At international aerospace and defense events, the to build FARA prototypes for a competitive flyoff at the Shop on-site or online anytime USA Partnership Pavilion features America’s most end of fiscal 2023. Featured current events KAREM AIRCRAFT/NORTHROP GRUMMAN/RAYTHEON KAREM AIRCRAFT/NORTHROP FARA is intended to replace Boeing AH-64E Apaches now innovative equipment, products and services. Visit the used in the armed reconnaissance role—about half the Army’s Pavilion and learn how U.S. manufacturers and suppliers Karem Aircraft/Northrop Grumman/Raytheon AR40 fleet—with the first unit scheduled to be equipped in 2028. can help you gain a competitive advantage in any Side-by-side cockpit, active rigid rotor, tilting wing and Boeing conducted trade studies looking at all possi- market sector, anywhere in the world. swiveling tail-rotor/propulsor. ble configurations for an armed scout before selecting a thrust-compounded helicopter, says Shane Openshaw, FARA program manager.

SIKORSKY www.kallman.com/dimdex-2020 “We did not go into this with our minds made up,” he says, describing a “focused effort” over the past 18 months to define an all-new aircraft that “meets or exceeds all the Army’s requirements,” including a maximum speed of at www.kallman.com/ﬁdae-2020 least 180 kt. U.S. REPRESENTATIVE Boeing employed model-based systems engineering for its FARA offering, similar to the method the company used to win the Air Force’s T-X program and the Navy’s Carri- ORGANIZER OF THE er-Based Aerial Refueling System effort—the company’s USA PARTNERSHIP PAVILION T-7 and MQ-25, respectively—says Mark Cherry, vice president and general manager of Phantom Works at Boeing. CONTACT US “We’re doing that combination of listening to our cus- [email protected] WWW.KALLMAN.COM tomer, understanding our own capability and putting that www.kallman.com/farnborough-2020 Sikorsky Raider X Side-by-side cockpit, coaxial rigid together into a purpose-built clean-sheet design that we rotors and pusher propulsor. believe will meet all the needs the Army is looking for,” Cherry says.

26 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 27 DEFENSE

Rotary-Wing Assets Vital for The Wildcat Weapons Wing o sets UK Carrier Protection the weight of the weapons in cruise ight, giving the helicopter an impressive loadout. up to fi ve podded Sea Martlets each, for a total of 20 missiles. According to the government’s own defense procurement reports, planned initial operational capability for the Sea Venom is now 2022, while the introduction of the Sea Martlet is planned for the beginning of January 2021. The Wildcat’s role in the Royal Navy is primarily anti-surface warfare rather than the ASW mission normal- ly performed by the Merlin HM2. Putting 20 Martlet missiles onboard is a result of “weapon e ort planning and design,” says Louis Wilson-Chalon, WILDCATTO GET MBDA’S SEA VENOM AND THALES’ SEA MARTLET > maritime marketing manager at Leon- > INTEROPERABILITY/MANNED UNMANNED TEAMING DEMO IN APRIL ardo Helicopters, speaking in Liver- pool , England, at an exhibition aboard EONO EIOE Tony Osborne Liverpool and London HMS Prince of Wales. The system is designed to deal with a swarm attack ritain’s Royal Navy is pushing to tough ride, but by CSG21 [deployment] from fast-attack craft: “If you have 30 have two vital rotary-wing pro- we will have these platforms out and of them trying to attack your task Bgrams ready for when its fi rst doing what they are supposed to be do- force, you don’t need to destroy them Carrier Strike Group (CSG21) sets sail ing in terms of surveillance and control.” all; 20 should be enough,” he says. for the Far East in 2021. Lockheed Martin was selected as A similar mission with the Lynx Both the Crowsnest helicopter-borne the prime for the program because it helicopter that the Wildcat replaced early warning system and the arming performed the upgrade of the Royal would have resulted in a higher work- of the naval version of the Leonardo Navy’s Merlins to HM2 standard and load for crews and required more he- AW159 Wildcat are vital components was selected to integrate the radar licopters. in the protection of the UK’s new air- onto the helicopter. Wilson-Chalon says a mission to craft carriers, HMS Queen Elizabeth Leonardo Helicopters is modifying all attack a small warship such as a cor- and HMS Prince of Wales. 30 of the Merlin HM2s in Royal Navy vette previously would have required But both programs have fallen service to be ready to carry the Crows- at least two helicopters, but a single behind schedule. Crowsnest, which nest system and is performing the fl ight Wildcat with four missiles targeted to fi ts Thales’ Searchwater 2000 radar testing. The UK Defense Ministry is come in from di erent directions can onto the navy’s Leonardo EH/AW101 buying 10 Crowsnest kits. overwhelm the close-in weapons sys- Merlin Mk. 2 anti-submarine warfare During the CSG21 deployment the tems ships use to defend against such helicopters as a roll-on/roll-o kit, was Merlins will be primarily based on the missiles. Leonardo has already fl own due to be ready by year-end. But it has aircraft carrier, but the Wildcats will captive carriage trials with weapons emerged in procurement reports that operate from the decks of escorting fi tted to the wing. No fi rings have tak- the program will now only “deliver an in- frigates and air defense destroyers. en place yet, but these will likely occur cremental capability” to support CSG21. The carrier’s Merlins will include later this year. Also, plans to fi t both MBDA’s Sea Ven- aircraft confi gured for airborne early Meanwhile, Leonardo is also gear- om anti-ship missile and the Thales warning and others for the anti-sub- ing up to demonstrate a manned- Light Multirole Missile (the Sea Mart- marine warfare (ASW) mission. unmanned teaming capability from a let) onto the Wildcat have been a ected To put the weapons onto the Wildcat, British Army-operated Wildcat in sup- by issues with the weapons and their Leonardo has developed the Wildcat port of the UK’s Defense and Security integration onto the helicopter. Weapons Wing. Its aerodynamic pro- Accelerator technology program. Crowsnest, led by prime contractor fi le is able to o set the weight of the The flight trial will see the heli- Lockheed Martin, has been challenged weapons while in cruise, with each copter’s mission commander, in the by “three di erent integration problems wing delivering 360 kg (795 lb.) of ex- left-hand seat, take control of an un- in one,” senior Royal Navy o cers told tra lift. The wings are constructed of manned aircraft system and prove a a conference in London in February. aluminum and carbon-fi ber compos- Level of Interoperability of 4, allowing “We were taking a system that had ites, and each features two pylons. the crew to control and monitor the some original parts; others needed a Once fi tted on the aircraft, the Wild- UAV and its payload, but not perform fi rmware upgrade; and some have need- cat can carry up to four Sea Venoms, launch and recovery. The trials are ed replacing entirely because of obsoles- each weighing around 110 kg, or four focused on studying crew workload cence,” one o cer said. “It has been a weapons carriers capable of carrying during the UAV’s operation. c

2 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST DEFENSE

Rotary-Wing Assets Vital for The Wildcat Weapons Wing o sets Vulnerabilities Prompt “It is obviously incapable of doing that. . . . There is no UK Carrier Protection the weight of the weapons in nationwide military radar system to monitor our airspace, cruise ight, giving the helicopter Debate on Irish Air Defense no fast jets to respond if a threat is detected,” Lavery adds. an impressive loadout. “And successive governments seem quite happy to acqui- IRELAND IS DEPENDENT ON BILATERAL esce in that situation.” up to fi ve podded Sea Martlets each, > The last jets that served with the Irish Air Corps were AGREEMENTS WITH THE UK for a total of 20 missiles. Fouga Magisters jet trainers employed with the service According to the government’s own > BRITISH AND IRISH AIR STAFF MET FOR THE until 1999, when they were replaced with the PC-9. defense procurement reports, planned FIRST TIME ON FEB. 24 The last time the Irish Air Corps had a fighter was in initial operational capability for the Sea 1955, when it had a squadron of Supermarine Seafires, a Venom is now 2022, while the intro- > THERE ARE NO IRISH COMBAT AIRCRAFT naval derivative of the wartime Spitfire. duction of the Sea Martlet is planned FOR THE AIR-POLICING TASK Part of the concern around Ireland’s air defense vulner- for the beginning of January 2021. abilities is stemming from Britain’s exit from the Euro- The Wildcat’s role in the Royal Tony Osborne London pean Union. Navy is primarily anti-surface warfare Irish media outlets have reported that a secret bilateral rather than the ASW mission normal- rowing concerns about Ireland’s vulnerability agreement between the UK and Ireland is in place to allow ly performed by the Merlin HM2. from the skies has sparked a public debate about the UK Royal Air Force (RAF) to perform an air-polic- Putting 20 Martlet missiles onboard Gwhether the “Emerald Isle” should invest in an air ing mission in the nation’s airspace. A 2016 report by the is a result of “weapon e ort planning defense capability. Irish Examiner newspaper states the agreement has been and design,” says Louis Wilson-Chalon, The country may be one of the richest in Europe on a per in place for several years, but that the Irish Defense Forces WILDCATTO GET MBDA’S SEA VENOM AND THALES’ SEA MARTLET > maritime marketing manager at Leon- capita basis, yet ministers in Dublin have taken very little were not involved in its negotiation. > INTEROPERABILITY/MANNED UNMANNED TEAMING DEMO IN APRIL ardo Helicopters, speaking in Liver- interest in national defense. On Feb. 24, it was announced that the air staffs of both pool , England, at an exhibition aboard Indeed, the subject is rarely discussed outside the coun- the RAF and the Irish Air Corps had met formally in Lon- EONO EIOE Tony Osborne Liverpool and London HMS Prince of Wales. The system is try’s Parliament. don. It was the first time in the his- designed to deal with a swarm attack Ireland currently spends a bare tory of both air services that such ritain’s Royal Navy is pushing to tough ride, but by CSG21 [deployment] from fast-attack craft: “If you have 30 minimum on defense. In 2020, just Irish Air Corps Fleet a meeting had taken place. have two vital rotary-wing pro- we will have these platforms out and of them trying to attack your task over €1 billion ($1.1 billion) will be It remains unclear if the bilateral Number of Bgrams ready for when its fi rst doing what they are supposed to be do- force, you don’t need to destroy them spent on protecting the nation from Type agreement has ever been put to use, Carrier Strike Group (CSG21) sets sail ing in terms of surveillance and control.” all; 20 should be enough,” he says. external threats—equivalent to Aircraft and there are still crucial questions for the Far East in 2021. Lockheed Martin was selected as A similar mission with the Lynx 0.3% of the country’s gross domestic Airbus CN235-100MP 2 about whether the British govern- Both the Crowsnest helicopter-borne the prime for the program because it helicopter that the Wildcat replaced product. That total is smaller than ment will want to continue the ar- early warning system and the arming performed the upgrade of the Royal would have resulted in a higher work- the percentage of GDP spent on Airbus EC135P2+ 2 rangement in the future. of the naval version of the Leonardo Navy’s Merlins to HM2 standard and load for crews and required more he- defense in Malta and Luxembourg, London recently began a review Bombardier Learjet 45 1 AW159 Wildcat are vital components was selected to integrate the radar licopters. 0.48% and 0.56%, respectively. of its foreign policy and defense ca- in the protection of the UK’s new air- onto the helicopter. Wilson-Chalon says a mission to As a neutral nation not aligned Leonardo AW139 6 pabilities as the UK looks to define craft carriers, HMS Queen Elizabeth Leonardo Helicopters is modifying all attack a small warship such as a cor- with NATO, Ireland does not need its place in the world post-Brex - and HMS Prince of Wales. 30 of the Merlin HM2s in Royal Navy vette previously would have required to worry that U.S. President Don- Pilatus PC-9M 8 it. There are some in Dublin who But both programs have fallen service to be ready to carry the Crows- at least two helicopters, but a single ald Trump will publicly denounce Source: Aviation Week Network data wonder if the British taxpayer will behind schedule. Crowsnest, which nest system and is performing the fl ight Wildcat with four missiles targeted to Dublin’s spending decisions, as he be happy to keep providing such a fi ts Thales’ Searchwater 2000 radar testing. The UK Defense Ministry is come in from di erent directions can has with those not meeting NATO’s 2% spending target. layer of protection. onto the navy’s Leonardo EH/AW101 buying 10 Crowsnest kits. overwhelm the close-in weapons sys- Nonetheless, there are growing calls from within the coun- A white paper published in 2015 by the Irish defense de- Merlin Mk. 2 anti-submarine warfare During the CSG21 deployment the tems ships use to defend against such try for the government to take a greater interest in defense, partment called for the “development of a more capable air helicopters as a roll-on/roll-o kit, was Merlins will be primarily based on the missiles. Leonardo has already fl own according to security and defense experts who convened combat/intercept capability” to be considered for when the due to be ready by year-end. But it has aircraft carrier, but the Wildcats will captive carriage trials with weapons at the Slandail 2020 National Security Summit held Feb. fleet of Pilatus PC-9s are retired in five years. But there has emerged in procurement reports that operate from the decks of escorting fi tted to the wing. No fi rings have tak- 25-26 in Dublin. been no political discussion about such a capability so far. the program will now only “deliver an in- frigates and air defense destroyers. en place yet, but these will likely occur Ireland has a small air force, the Irish Air Corps, equipped The acquisition of a fighter, even just for air policing, would cremental capability” to support CSG21. The carrier’s Merlins will include later this year. with 19 aircraft, the most potent of which are a fleet of eight be a sizable investment. It would arguably also require the Also, plans to fi t both MBDA’s Sea Ven- aircraft confi gured for airborne early Meanwhile, Leonardo is also gear- Pilatus PC-9 turboprop trainers capable of carrying gun creation of an air defense radar network to provide some om anti-ship missile and the Thales warning and others for the anti-sub- ing up to demonstrate a manned- pods and unguided rockets. But those aircraft are certainly level of early warning, not to mention infrastructure, train- Light Multirole Missile (the Sea Mart- marine warfare (ASW) mission. unmanned teaming capability from a not capable of performing the country’s air-policing mission. ing and weaponry. let) onto the Wildcat have been a ected To put the weapons onto the Wildcat, British Army-operated Wildcat in sup- The Irish media regularly cites the appearance of Russian European nations, many smaller than Ireland and not by issues with the weapons and their Leonardo has developed the Wildcat port of the UK’s Defense and Security Tu-95 “Bear” strategic bombers, which flew just 40 km (25 as rich or well-developed, have invested and continue to integration onto the helicopter. Weapons Wing. Its aerodynamic pro- Accelerator technology program. mi.) from the Irish coastline in February 2015, prompting invest in such a fighter capability. Slovakia is purchas- Crowsnest, led by prime contractor fi le is able to o set the weight of the The flight trial will see the heli- Irish air traffic controllers to divert airliners around the ing F-16 Block 70s, while Croatia is looking to replace its Lockheed Martin, has been challenged weapons while in cruise, with each copter’s mission commander, in the route the bombers had taken. But Dublin had no way to MiG-21 fleet with a Western type. Lavery cites the cost of by “three di erent integration problems wing delivering 360 kg (795 lb.) of ex- left-hand seat, take control of an un- intercept and escort them away. Saab Gripen leasing arrangements by the Czech Republic, in one,” senior Royal Navy o cers told tra lift. The wings are constructed of manned aircraft system and prove a Major events such as visits by international leaders are which pays €70 million a month to Sweden for the fleet of a conference in London in February. aluminum and carbon-fi ber compos- Level of Interoperability of 4, allowing protected by anti-aircraft guns or point-defense missiles, 14 aircraft. “We were taking a system that had ites, and each features two pylons. the crew to control and monitor the but there is little provision for early warning. Nonetheless, Ireland is making investments in new mil- some original parts; others needed a Once fi tted on the aircraft, the Wild- UAV and its payload, but not perform “The role of the Air Corps under the Defense Act is to itary aircraft: purchasing two Airbus C295s for the mari- fi rmware upgrade; and some have need- cat can carry up to four Sea Venoms, launch and recovery. The trials are ‘contribute to the security of the state by providing for the time surveillance mission, while a trio of Pilatus PC-12s are ed replacing entirely because of obsoles- each weighing around 110 kg, or four focused on studying crew workload military air defense of its airspace,’” notes Irish defense ex- being modified by Sierra Nevada Corp. in the U.S. for the cence,” one o cer said. “It has been a weapons carriers capable of carrying during the UAV’s operation. c pert and journalist Don Lavery. intelligence, surveillance and reconnaissance mission. c

2 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 29 DEFENSE

New ‘Air Force Ventures’ Set To Transform Technology Strategy

> U.S. AIR FORCE PLANS TO MAKE 50 LARGE “BETS” ON TECHNOLOGY > NEW ACQUISITION TRAINING BASED ON FIGHTER WEAPONS SCHOOL

Steve Trimble Washington he U.S. Air Force has adopted Force Ventures initiative is designed a three-phase strategy to select to o er a new route to the commercial Tsmall, innovative companies market for potentially game-changing outside the traditional defense indus- technologies that could benefi t from try to perform advanced development a risk-tolerant government customer work and to tap Silicon Valley-style providing funding and early support. I OE venture capital fi rms to help taxpay- “We don’t really think of ourselves initial “bets” worth up to about $50,000 ers fi nance the new technology. as a [stand-alone] market, but we pur- each in Phase I Small Business Inno- A new process could help rational- chase things in quantities that [are] vation Research (SBIR) grants on ize the one-year-old Air Force e ort to meaningful enough that we can bridge promising, potentially game-changing attract high-tech startups with dozens companies until they reach a level for ideas, says Roper, speaking to about of Air Force Pitch Day events. These commercial success,” says Will Roper, 1,000 Air Force acquisition officials conferences have led to hundreds of assistant secretary of the Air Force during a Feb. 14 webinar. small contract awards but no obvious for acquisition, technology and logis- As the companies transition toward path to guide the aspiring defense tics. “That’s one reason that [venture Phase II SBIR awards, the Air Force contractors further into the byzantine capitalists] are interested in this.” plans to grant about 300 contracts military acquisition process. The Air Force Ventures process worth up to $1 million each—with For the private startups and ven- starts with the Pitch Day events, a program office agreeing to fund ture capitalists involved, the Air during which the Air Force can place about one-third of the costs. The fund-

.S. Air Force acquisition chief Air Force Wants To Help Grow Will Roper does not want his- Utory to repeat itself. The his- U.S. Advanced Air Mobility Industry tory in question is the shift of the small drone industry to China and > THE SERVICE AIMS TO OPERATE FIRST EVTOLs IN 2023 subsequent security concerns that have led U.S. agencies to ban the use > LOGISTICS AND DISASTER RELIEF AMONG LIKELY EARLY MISSIONS of Chinese drones and left the Pen- tagon without a strong and trusted domestic supply base. As the Defense Department eyes Graham Warwick Washington the potential of emerging electric vertical-takeo -and-landing (eVTOL) technology to transform air mobility, and particularly logistics, it is moving to engage and assist U.S. developers so it does not lose another industry to its global rival. The Air Force has launched the Agility Prime program with the goal of accelerating the FAA certiﬁ cation of commercial eVTOL cargo and passenger vehicles so it can potentially become an early adopter and capitalize on promised capabilities and cost reductions.

The Defense Department has already formally observed tests JOBY AVIATION of Joby Aviation’s eVTOL.

AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST DEFENSE

New ‘Air Force Ventures’ Set To says. The contract awards could be decisions slowly—and inconsistently. announced at South by Southwest, a “In many cases, their commer - Transform Technology Strategy week-long technology conference and cialization [strategy] is devalued [by entertainment festival scheduled for investors] if they have government > U.S. AIR FORCE PLANS TO MAKE 50 LARGE “BETS” ON TECHNOLOGY March 13-22 in Austin, Texas. funds,” Roper adds. The initiative explicitly seeks to The Air Force’s program managers > NEW ACQUISITION TRAINING BASED ON FIGHTER WEAPONS SCHOOL help the Air Force break from tradi- also face a learning curve. tional defense contractors. As the Air “If we’re making 1,000 small bets a Steve Trimble Washington Force attempts to field leap-ahead ca- year, the reason we’re making 1,000 is pabilities within the next decade for that we know most of them aren’t go- he U.S. Air Force has adopted Force Ventures initiative is designed Acquisition chief Will Roper is the Advanced Battle Management ing to pan out. So we can’t manage the a three-phase strategy to select to o er a new route to the commercial implementing Air Force Ventures, System and Next-Generation Air companies the way we would a tradi- Tsmall, innovative companies market for potentially game-changing a new method of attracting high-tech Dominance, leveraging the innovative tional program,” Roper says. “But we outside the traditional defense indus- technologies that could benefi t from startups to the government. ideas and technology flowing into the can manage them as a portfolio—the try to perform advanced development a risk-tolerant government customer commercial market is seen as critical. same way that a private investor or a work and to tap Silicon Valley-style providing funding and early support. I OE “[R&D] in this country is 80% com- venture capitalist would.” venture capital fi rms to help taxpay- “We don’t really think of ourselves initial “bets” worth up to about $50,000 ing match is meant to link the SBIR mercial,” Roper explains. “So in the To prepare, the Air Force is sending ers fi nance the new technology. as a [stand-alone] market, but we pur- each in Phase I Small Business Inno- award to a program office, creating a 21st century, the [defense] industrial acquisition officials back to school. Next A new process could help rational- chase things in quantities that [are] vation Research (SBIR) grants on path for the technology to potentially base should be dual-use. And so we’ve year, a cadre of program managers will ize the one-year-old Air Force e ort to meaningful enough that we can bridge promising, potentially game-changing transition beyond the laboratory stage got to crack the code on how to have be enrolled in a six-month course at attract high-tech startups with dozens companies until they reach a level for ideas, says Roper, speaking to about and into a program of record. public and private funding work seam- Stanford University, which will teach of Air Force Pitch Day events. These commercial success,” says Will Roper, 1,000 Air Force acquisition officials The third and final step in the Air lessly inside an Air Force program.” the Air Force to manage technology conferences have led to hundreds of assistant secretary of the Air Force during a Feb. 14 webinar. Force Ventures concept whittles the But there are significant challeng- investments like a venture capitalist, small contract awards but no obvious for acquisition, technology and logis- As the companies transition toward pool of awards to about 50 recipients. es as the Air Force tries to leverage Roper says. The next step is to expand path to guide the aspiring defense tics. “That’s one reason that [venture Phase II SBIR awards, the Air Force The amount of the award is potentially commercial-sector technology invest- educational opportunities within the contractors further into the byzantine capitalists] are interested in this.” plans to grant about 300 contracts “unlimited,” Roper says, but is gener- ments: Small companies often need Air Force. A new acquisition curricu- military acquisition process. The Air Force Ventures process worth up to $1 million each—with ally regarded as at least $10 million. to find a market quickly to generate lum, modeled on operational training For the private startups and ven- starts with the Pitch Day events, a program office agreeing to fund The first of the “big bets” in Phase revenue and cash flow, whereas gov- centers such as the Fighter Weapons ture capitalists involved, the Air during which the Air Force can place about one-third of the costs. The fund- III are now under evaluation, Roper ernment program offices tend to make School, will be created, Roper says. c

.S. Air Force acquisition chief “What we don’t want is what hap- Diller, Agility Prime integrated prod- with a “handful-plus” of vehicles in a Air Force Wants To Help Grow Will Roper does not want his- pened with the small drone migration uct team lead. squadron. “We have begun a series of Utory to repeat itself. The his- to China. It was a commercial tech- The Air Force does not intend to studies to look at the business case U.S. Advanced Air Mobility Industry tory in question is the shift of the nology, the Pentagon didn’t take a set requirements for eVTOLs or fund associated with these different mis- small drone industry to China and proactive stance on it, and now most their development. Instead, it wants sions, and started looking at some ba- > THE SERVICE AIMS TO OPERATE FIRST EVTOLs IN 2023 subsequent security concerns that of that supply chain has moved to to help developers move toward sic constructs for what these [operat- have led U.S. agencies to ban the use China,” Roper said at a roundtable in commercial certification by providing] units might look like,” Diller says. > LOGISTICS AND DISASTER RELIEF AMONG LIKELY EARLY MISSIONS of Chinese drones and left the Pen- Washington on Feb. 21. “Agility Prime ing testing resources and possibly Diller says the Air Force is not tagon without a strong and trusted is saying we are not going to let that enabling a near-term government imposing military requirements on domestic supply base. happen again.” public-use market for their vehicles eVTOL developers because it wants As the Defense Department eyes On Feb. 25, the Air Force released in advance of FAA certification. to benefit from the low acquisition Graham Warwick Washington the potential of emerging electric its Agility Prime “innovative capabil- In lieu of setting explicit require- and operating costs as well as the vertical-takeo -and-landing (eVTOL) ities opening” (ICO), establishing a ments, the service has launched high production volumes that could technology to transform air mobility, contracting framework for prototyp- studies of potential missions for come out of the commercial market. and particularly logistics, it is moving ing projects designed to show wheth- commercial eVTOL vehicles—both “Since we are not putting research to engage and assist U.S. developers er, as their developers claim, eVTOL passenger-carrying and larger un- and development money in this, we so it does not lose another industry vehicles can revolutionize mobility. manned cargo aircraft—including are going to fall into accordance with to its global rival. Under the ICO framework, which distributed logistics, medevac, fire- what the industry partners want to The Air Force has launched the will remain open until Feb, 28, 2025, fighting, search-and-rescue, disaster do,” he says. “Our intent is that any Agility Prime program with the goal the service plans a series of solicita- relief and installation security. testing they do with us will be some- of accelerating the FAA certiﬁ cation tions for different “areas of interest” The AOI calls for vehicles carrying thing that takes them along the path of commercial eVTOL cargo and pas- (AOI). The first of these—the “Air 3-8 people, with a range greater than to commercial certification and is not senger vehicles so it can potentially Race to Certification”—was also re- 200 mi., speed exceeding 100 mph diverting them.” become an early adopter and capital- leased on Feb. 25. and endurance of more than 60 min. If the Air Force were to set re - ize on promised capabilities and cost Under AOI No. 1, the Air Force of- Diller says Agility Prime is looking quirements and fund development, reductions. fice plans to issue contracts for test at unmanned aircraft heavier than “we would feel we are putting at risk reports to substantiate company 1,320 lb., because the other services a very large market that would allow claims for their vehicles. Based on are focused below that weight, as well us to eventually capitalize on that af- The Defense Department has a test report, the service could pro- as at passenger-carrying eVTOLs. fordable quantity based on potential already formally observed tests JOBY AVIATION ceed to the next step, potentially an The Air Force is aiming for an ini- mass production at an automobile of Joby Aviation’s eVTOL. early procurement, says Col. Nathan tial operating capability in fiscal 2023 rate,” he says. c

AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 31 DEFENSE

U.S. General Links Chinese Hypersonic to deploy an HGV only on the DF-17 missile, which, as unveiled at the Na- Glider to Nuclear Program tional Day Parade last Oct. 1 in Beijing, appears to be a conventional weapon > NEW ASSESSMENT ECHOES 2014 WARNING with medium-to-intermediate range. Only Russia has a nuclear HGV on > U.S. AIR FORCE ADDS $4.4 BILLION FOR B-21 PROCUREMENT an intercontinental-range missile: the aforementioned Avangard, which the Steve Trimble Washington Kremlin declared operational at the Dombarovsky launch site in December. powerful new weapon has ap- ny submitted to the Senate Armed Ser- By contrast, among the Pentagon’s sev- peared in a U.S. military as- vices Committee on Feb. 13. eral ongoing HGV and scramjet-pow- Asessment of China’s nuclear The acknowledgment by the head ered cruise missile programs, none are arsenal as Pentagon officials launch of the North American Aerospace linked to a nuclear weapon capability. a campaign to win congressional sup- Defense Command that China is ac- The disclosure comes as the U.S. port for allocating 4.1% of the fiscal tively testing a nuclear intercontinen- Defense Department continues to justi- 2021 defense budget to its own nuclear tal-range HGV took many nuclear and fy a more than $1 trillion nuclear weap- weapon enterprise. defense analysts by surprise. on modernization program over the All previous U.S. military assess- O’Shaughnessy’s testimony echoes a next decade, including a $28.9 billion ments of China’s nuclear arsenal in- nearly forgotten 2014 statement by Lee request for fiscal 2021 released on Feb. cluded a mix of ICBMs, with silo-based Fuell, then technical director for Force 10. The Pentagon’s spending plan lacks DF-4 and DF-5 rockets, road-mobile Modernization and Employment at the a nuclearized HGV but continues sup- DF-31s, DF-31As and the recently un- National Air and Space Intelligence port for replacing the Minuteman III veiled DF-41 missiles. The warheads Center, the U.S. Air Force’s clearing- ICBM with the Ground-Based Strate- for each missile are known to include house for technical assessments of for- gic Deterrent, the Northrop Grumman several multiple independently target- eign weapons. An appearance by Fuell B-2 bomber with the B-21, the AGM-129 ed reentry vehicles, with maneuver- before the U.S.-China Economic and Se- with the Long-Range Standoff cruise missile and the Ohio-class fleet with the Columbia ballistic missile submarine. The funding profile, as signaled by Air Force Chief of Staff Gen. David Goldfein’s remarks in an October speech, indicates a significant increase

A line of medium-range DF-17s on parade in Beijing in October 2019 may have offered only the first glimpse of China’s planned hypersonic weapon capabilities. in procurement spending for the B-21. The $22.6 billion requested for the aircraft in the fiscal 2021 version of the Pentagon’s five-year spending plan re- serves $10.3 billion for procurement. By contrast, the fiscal 2020 version of the five-year plan requested $5.9 billion through fiscal 2024 for B-21 procure- GREG BAKER/AFP/GETTY IMAGES ment, starting with a $200 million allo- able reentry vehicles also believed to curity Review Commission in 2014 came cation for long-lead procurement in be in development or deployed. as China ramped up testing of an HGV fiscal 2022, followed by $2.4 billion in Now added to this inventory is a nu- then known as the WU-14. Although fiscal 2023 and $3.3 billion in fiscal 2024. clear warhead on a hypersonic glide most nonmilitary analysts attributed The new five-year plan adds about $4.4 vehicle (HGV), says Gen. Terrence China’s interest in HGV technology to billion for B-21 procurement compared O’Shaughnessy, head of U.S. Northern conventional weapons, Fuell, privy to with the fiscal 2020 proposal. Command. “Among the novel weapon classified information, linked the efforts The B-21 spending plan suggests the systems China is testing is an inter- to the People’s Liberation Army’s strate- Air Force is continuing or even acceler- continental-range hypersonic glide gic nuclear weapon programs. ating an aggressive production ramp- vehicle—similar to the Russian Avan- If later confirmed, the U.S. military up for the new bomber. The first flight gard—which is designed to fly at high assessment of a nuclear role for China’s of the prototype aircraft funded under speeds and low altitudes, complicating nearly operational HGV technology the engineering and manufacturing de- our ability to provide precise warning,” would add a significant new capabili- velopment is not expected until at least O’Shaughnessy said in written testimo- ty. So far, China has confirmed plans December 2021. c

32 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST DEFENSE DEFENSE

U.S. General Links Chinese Hypersonic to deploy an HGV only on the DF-17 Boeing Builds ATS Assembly, Queensland and Victoria and perhaps missile, which, as unveiled at the Na- South Australia. The photograph Glider to Nuclear Program tional Day Parade last Oct. 1 in Beijing, but Will Not Say Where revealed a conventional structural appears to be a conventional weapon scheme in which an aluminum sub- > NEW ASSESSMENT ECHOES 2014 WARNING with medium-to-intermediate range. > BAE IS SUPPLYING THE FLIGHT MANAGEMENT SYSTEM structure was covered by a composite Only Russia has a nuclear HGV on skin. Lining of the inlet ducts also ap- > U.S. AIR FORCE ADDS $4.4 BILLION FOR B-21 PROCUREMENT an intercontinental-range missile: the > THE POTENTIAL PRODUCTION LIKELY WILL BE LARGE pears to be made of composite. Boeing aforementioned Avangard, which the is presumably making the composite Steve Trimble Washington Kremlin declared operational at the Bradley Perrett Melbourne, Australia parts at its factory in Melbourne, Victo- Dombarovsky launch site in December. ria, which specializes in such materials. powerful new weapon has ap- ny submitted to the Senate Armed Ser- By contrast, among the Pentagon’s sev- ven the manufacturing locations fense department “is unable to release AME Systems, in Victoria, is making peared in a U.S. military as- vices Committee on Feb. 13. eral ongoing HGV and scramjet-pow- are being kept secret. Develop- information on specific locations at this wiring looms. The Australian subsidi- Asessment of China’s nuclear The acknowledgment by the head ered cruise missile programs, none are Ement of a loyal-wingman drone by time due to Boeing customer and sup- ary of RUAG, also in Victoria, is supply- arsenal as Pentagon officials launch of the North American Aerospace linked to a nuclear weapon capability. Boeing in Australia may not be a black plier sensitivities,” it says. ing landing gear. Globally, RUAG main- a campaign to win congressional sup- Defense Command that China is ac- The disclosure comes as the U.S. program, but it is at least light gray. “Design, development and manufac- tains business-jet landing gear, a hint at port for allocating 4.1% of the fiscal tively testing a nuclear intercontinen- Defense Department continues to justi- Still, the company has let a little light turing of the prototypes is occurring the origins of the ATS undercarriage. 2021 defense budget to its own nuclear tal-range HGV took many nuclear and fy a more than $1 trillion nuclear weap- in by releasing a photograph of the first across three Australian states by more BAE Systems is making hardware weapon enterprise. defense analysts by surprise. on modernization program over the major assembly of the first prototype— than 22 suppliers,” the defense depart- kits including flight control computers All previous U.S. military assess- O’Shaughnessy’s testimony echoes a next decade, including a $28.9 billion its center fuselage. It reveals that the ment says. “Boeing has a number of and navigation equipment. Its auton- ments of China’s nuclear arsenal in- nearly forgotten 2014 statement by Lee request for fiscal 2021 released on Feb. fighter-like Airpower Teaming Sys- sites and teams focused on the design, omous-vehicles team is in Melbourne, cluded a mix of ICBMs, with silo-based Fuell, then technical director for Force 10. The Pentagon’s spending plan lacks tem (ATS), as the drone is called, has development and manufacture of the but the company makes electronics in DF-4 and DF-5 rockets, road-mobile Modernization and Employment at the a nuclearized HGV but continues sup- large adaptable spaces for payloads. Airpower Teaming System.” South Australia. Ferra Engineering of DF-31s, DF-31As and the recently un- National Air and Space Intelligence port for replacing the Minuteman III At first, these will surely be for The commercial reasons for not dis- Brisbane, Queensland, is making pre- veiled DF-41 missiles. The warheads Center, the U.S. Air Force’s clearing- ICBM with the Ground-Based Strate- electromagnetic missions: passive in- closing the manufacturing locations are cision machine components and sub- for each missile are known to include house for technical assessments of for- gic Deterrent, the Northrop Grumman telligence, surveillance and reconnais- several multiple independently target- eign weapons. An appearance by Fuell B-2 bomber with the B-21, the AGM-129 sance, and perhaps jamming. Yet even ed reentry vehicles, with maneuver- before the U.S.-China Economic and Se- with the Long-Range Standoff cruise the intended tasking of the ATS is not missile and the Ohio-class fleet with the confirmed amid a general withholding Columbia ballistic missile submarine. of information about the program since The funding profile, as signaled by its public unveiling in February 2019. Air Force Chief of Staff Gen. David When it released the photograph Goldfein’s remarks in an October on Feb. 9, Boeing reiterated the plan speech, indicates a significant increase for the ATS to fly for the first time this year. The type is aimed at the global A line of medium-range DF-17s on defense market, with Australia as the parade in Beijing in October 2019 potential launch customer. The 11.7-m may have offered only the first (38-ft.) type may be a candidate for U.S. glimpse of China’s planned hyper- and British programs, too. sonic weapon capabilities. BAE Systems says it is supplying the flight-management system among in procurement spending for the B-21. other items, including technology from The $22.6 billion requested for the air- the British Taranis and Mantis and craft in the fiscal 2021 version of the Australian Kingfisher experimental Pentagon’s five-year spending plan re- drone programs. The Royal Australian serves $10.3 billion for procurement. By Air Force (RAAF) is a partner in the contrast, the fiscal 2020 version of the work, which the service calls the Loy- five-year plan requested $5.9 billion al Wingman–Advanced Development BOEING through fiscal 2024 for B-21 procure- Program, but has not committed to unclear. But the policy also helps keep assemblies, Boeing says. That notably GREG BAKER/AFP/GETTY IMAGES ment, starting with a $200 million allo- quantity production. the details of the design secret. does not include building up major as- able reentry vehicles also believed to curity Review Commission in 2014 came cation for long-lead procurement in The potential production quantity— The drone is aimed at the internation- semblies such as the fuselage. be in development or deployed. as China ramped up testing of an HGV fiscal 2022, followed by $2.4 billion in easily hundreds of aircraft—underlines al market and intended to be cheap—and According to Boeing, the program’s Now added to this inventory is a nu- then known as the WU-14. Although fiscal 2023 and $3.3 billion in fiscal 2024. the importance of the location of man- not subject to U.S. export restrictions. It industrial team comprises 16 compa- clear warhead on a hypersonic glide most nonmilitary analysts attributed The new five-year plan adds about $4.4 ufacturing and identity of the manu- seems likely ATS would be mostly kept nies. This contrasts with the defense vehicle (HGV), says Gen. Terrence China’s interest in HGV technology to billion for B-21 procurement compared facturer. In the photograph the major in storage, like missile rounds, minimiz- department’s reference to 22 suppliers. O’Shaughnessy, head of U.S. Northern conventional weapons, Fuell, privy to with the fiscal 2020 proposal. assembly is seen in what looks like a ing support costs. Hinting at the number The ATS appears to be designed Command. “Among the novel weapon classified information, linked the efforts The B-21 spending plan suggests the small, new factory. of ATS an air force might need, Boeing for high subsonic speed in level flight; systems China is testing is an inter- to the People’s Liberation Army’s strate- Air Force is continuing or even acceler- Asked where the aircraft is being says it has studied concepts in which it will need that to keep up with the continental-range hypersonic glide gic nuclear weapon programs. ating an aggressive production ramp- made, Boeing referred Aviation Week 4-16 of the drones would accompany manned fighters it accompanies. Its vehicle—similar to the Russian Avan- If later confirmed, the U.S. military up for the new bomber. The first flight to the RAAF. The Australian defense one manned fighter. Even if a customer single engine is of an unidentified gard—which is designed to fly at high assessment of a nuclear role for China’s of the prototype aircraft funded under department, responding on behalf of did not buy at least four ATS for every type used in very light personal jets. speeds and low altitudes, complicating nearly operational HGV technology the engineering and manufacturing de- the RAAF, in turn attributed its inabil- fighter, unusually large-scale produc- The Australian government said last our ability to provide precise warning,” would add a significant new capabili- velopment is not expected until at least ity to disclose information to Boeing’s tion must be envisioned. year the aircraft could be armed— O’Shaughnessy said in written testimo- ty. So far, China has confirmed plans December 2021. c need for commercial secrecy. The de- The states involved are evidently presumably in a later version.

32 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 33 DEFENSE

The RAAF’s head of air-combat structure moves from the assembly jig intended to be highly stealthy. ATS capability, Air Cdre. Darren Goldie, to the aircraft’s own landing gear to con- missions must demand a level of de- underlined Australia’s withholding of tinue systems installation and functional tectability comparable to that of the a commitment to volume production of testing,” Boeing says. “The Australian Lockheed Martin F-35 Lightning, since the ATS, saying in a Boeing statement team has applied digital engineering and the two types would operate together that working with the company would advanced composite materials to achieve in Australian service. help the air force consider options for cost and agility goals for the . . . aircraft, Lines of fasteners in the lower cor- manned-unmanned teaming. But there which is designed to use artificial intel- ners of the fuselage and the position of is industrial pressure on Australia to ligence in teaming with other manned frames inside indicate the location of place an ATS order: Boeing said last and unmanned platforms.” payload bays. These are forward of the year the fabrication equipment was not BAE Australia has a strong back- main landing gear wells and abreast too big to be moved to another country. ground in autonomous systems. Apart of the downstream section of the inlet The major assembly in the photo- from the flight management system, duct, where it would be a single tube. graph is most of the fuselage of the it is providing simulation capability, The ATS already was known to have first aircraft, from the well for the nose flight control computers and naviga- space near the center of gravity for landing gear to the wells for the main tion equipment. This equipment will payloads. “Customers will be able to landing gear. If the assembly includes be allied with Boeing’s autonomous tailor ATS sensors and systems based the rear fuselage, the camera angle mission systems, BAE says. Another on their own defense and industrial ob- has been chosen not to show it. Rear partner is the government’s Defense jectives,” Boeing says. fuselages are sensitive parts of stealth Science and Technology Group. The bays may open at the sides rath- designs. That rear was covered on a Visible in the fuselage assembly, are er than below. Since fasteners are visible mockup that Boeing presented at the the insides of the inlet ducts. These in the photograph, the first ATS proto- Australian International Airshow in snake inward and upward to hide the type will not have full stealth features. February 2019. In general, the fuselage engine face; this is a conventional The forward fuselage is full of avionics, a major assembly appears to conform to stealth feature. Access hatches and source close to the program said in 2019. the design of the mockup. doors in the belly are hexagonal, a Conceivably, some of that equipment “The next major milestone will be low-observability feature supplement- also could be customized, especially to weight on wheels, when the fuselage ing an airframe shape that appears take advantage of the nose position.

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34 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST DEFENSE The fuselage major assembly appears to conform to the design of the ATS mockup The RAAF’s head of air-combat structure moves from the assembly jig intended to be highly stealthy. ATS Since the ATS could be armed, (pictured) displayed in February 2019. capability, Air Cdre. Darren Goldie, to the aircraft’s own landing gear to con- missions must demand a level of de- designers may intend the adaptable underlined Australia’s withholding of tinue systems installation and functional tectability comparable to that of the midfuselage spaces to become weapon a commitment to volume production of testing,” Boeing says. “The Australian Lockheed Martin F-35 Lightning, since bays in a later version. The evident size the ATS, saying in a Boeing statement team has applied digital engineering and the two types would operate together of the bays seems to rule out the pos- that working with the company would advanced composite materials to achieve in Australian service. sibility of carrying air-to-air missiles, help the air force consider options for cost and agility goals for the . . . aircraft, Lines of fasteners in the lower cor- but glide bombs might fit, making the manned-unmanned teaming. But there which is designed to use artificial intel- ners of the fuselage and the position of ATS a strike aircraft useful against un- is industrial pressure on Australia to ligence in teaming with other manned frames inside indicate the location of defended or lightly defended ground place an ATS order: Boeing said last and unmanned platforms.” payload bays. These are forward of the targets. The GBU-39 Small-Diameter year the fabrication equipment was not BAE Australia has a strong back- main landing gear wells and abreast Bomb is 1.78 m long, only half as long as BRADLEY PERRETT/AW&ST too big to be moved to another country. ground in autonomous systems. Apart of the downstream section of the inlet a Raytheon AIM-120 Amraam. The major assembly in the photo- from the flight management system, duct, where it would be a single tube. An aircraft such as this might be assembly—correspond to the design of serve as missile sponges. In that role, an graph is most of the fuselage of the it is providing simulation capability, The ATS already was known to have flown for only hundreds of hours, of- supersonic diverterless inlets, which ability to maneuver hard once or twice first aircraft, from the well for the nose flight control computers and naviga- space near the center of gravity for fering the potential to cut structural are stealth features. This suggests the before running out of energy would be landing gear to the wells for the main tion equipment. This equipment will payloads. “Customers will be able to weight. The fuselage does not appear slippery aircraft may be supersonic in valuable. So would extremely low cost. landing gear. If the assembly includes be allied with Boeing’s autonomous tailor ATS sensors and systems based to have heavy-duty gauges, and ele- a shallow dive, a valuable characteristic The aircraft appears to lack hydrau- the rear fuselage, the camera angle mission systems, BAE says. Another on their own defense and industrial ob- ments could be spaced more widely in fleeing from enemy fighters. With an lics, which would be troublesome for has been chosen not to show it. Rear partner is the government’s Defense jectives,” Boeing says. than would be done in an aircraft de- engine unlikely to much exceed 3,000 long-term storage. Instead, actuation fuselages are sensitive parts of stealth Science and Technology Group. The bays may open at the sides rath- signed for intensive use. Bent-metal lb. thrust, it could hardly rely on re- of flight control surfaces and doors may designs. That rear was covered on a Visible in the fuselage assembly, are er than below. Since fasteners are visible frames abreast of the inlets are much peated hard maneuvers to survive. be entirely electric. mockup that Boeing presented at the the insides of the inlet ducts. These in the photograph, the first ATS proto- lighter than would be expected on a Yet the positioning and shaping of The large fuel load for a range (per- Australian International Airshow in snake inward and upward to hide the type will not have full stealth features. fighter. The robustness of the overall the inlets, suiting high angles of attack, haps ferry range) of 3,700 km (2,000 February 2019. In general, the fuselage engine face; this is a conventional The forward fuselage is full of avionics, a structure probably is governed largely indicates that the ATS is intended to nm) probably is carried at least mainly major assembly appears to conform to stealth feature. Access hatches and source close to the program said in 2019. by maneuver loads, not fatigue life. pull high-G maneuvers. Otherwise, in the upper fuselage and wing. c the design of the mockup. doors in the belly are hexagonal, a Conceivably, some of that equipment The inlet shapes and mild bumps on stealth considerations would recom- “The next major milestone will be low-observability feature supplement- also could be customized, especially to the sides of the fuselage upstream— mend a dorsal inlet. In a Japanese — With Guy Norris in Los Angeles and weight on wheels, when the fuselage ing an airframe shape that appears take advantage of the nose position. seen in the mockup and on the major concept, loyal-wingman drones could Graham Warwick in Washington

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34 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 35 SPACE

China Seeks Human sign experts for help with the most advanced projects in its civilian space program. KB Yuzhnoye is known to have Lunar-Landing Technology provided China with critical expertise in the development of the YF-100 engine, which today propels the most pow- AN ENGINE WITH 8 TONS OF THRUST COULD BE erful Chinese space launcher—Long March 5. The YF-100 > resembles the Soviet-era RD-120 engine, which China ac- USED BY A LUNAR LANDER WITH A MASS OF 30 TONS quired from the former Soviet Union in the early 1990s. The LUNAR LANDERS WITH CRYOGENIC ENGINES Chinese industry apparently struggled to reverse engineer > it until Ukrainian experts pitched in. COULD BE AN ASSET IN A FUTURE WITH LUNAR A number of Chinese veterans of the YF-100 project, who “FUELING STATIONS” later ascended to prominent positions within the nation’s space industry, had a very high opinion of their Ukrainian Anatoly Zak New York counterparts and their contribution to the success of the Long March 5 project. It might explain China’s continuing in- fter almost two decades of rumors and semiofficial terest in cooperation with Ukraine, even though lunar-land- reports, the latest evidence of China’s ambition ing systems have not been the focus of specialization for Ato put its astronauts on the Moon comes from . . . propulsion engineers at KB Yuzhnoye in recent years. Ukraine. According to well-informed sources, the Chinese In December 2013, China successfully landed a robotic space industry has solicited help from Ukrainian engineers probe on the surface of the Moon, and last year it became at KB Yuzhnoye in the city the first nation to send of Dnipro to study several a spacecraft, including a engine designs that could rover, to the lunar far side. softly land a very large ve- However, building a plat- hicle on the Moon’s surface. form capable of carrying Although the Chinese astronauts to the Moon clients have not confirmed would still require a major to their Ukrainian peers leap in Chinese technology, that the yet-to-be-devel- particularly in propulsion. oped lunar-landing engine Around 2017, KB Yuzh- would carry astronauts, the noye sold China the Sovi- et-era Block E propulsion The Ukrainian company KB system for the one-person Yuzhnoye is known to have LK lander, which was developed in the late 1960s as provided China assistance part of the ill-fated Soviet in developing the YF-100 effort to beat Apollo astro- engine that propels the nauts to the Moon. Long March 5 rocket. KB Yuzhnoye denied reports about selling the mass of the lander speci- Block E propulsion system fied in one technical assign- to China, possibly because ment to the Ukrainian spe- its contracts with Chinese cialists can only be justified entities include clauses by the needs of the human requiring such denials in exploration program. case of unofficial public The engine, with a thrust disclosures. But for the of 8 tons and a specific im- past three decades, it is pulse of 360 sec., would well-documented that Chi- be suited for a lunar land- nese firms have acquired er with a mass of 30 tons historic space hardware when fueled. For example, and related know-how from the Eagle lunar lander, various countries, in an which put the Apollo 11 as- effort to gain experience, tronauts on the Moon, had train a cadre and find tech- a mass of about 15 tons nological shortcuts. at liftoff. New-generation This time, the Chinese landers currently studied interest in lunar-landing by NASA for the return propulsion has clearly ex- to the Moon have a mass panded from studies of reaching about 45 tons. historical prototypes to China has a long history research about new-gen- of turning to Ukrainian eration engines.

propulsion and rocket de- WIKIMEDIA The most unusual aspect

36 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST MARCH 2020 SPACE

China Seeks Human sign experts for help with the most advanced projects in its civilian space program. KB Yuzhnoye is known to have Lunar-Landing Technology provided China with critical expertise in the development of the YF-100 engine, which today propels the most pow- AN ENGINE WITH 8 TONS OF THRUST COULD BE erful Chinese space launcher—Long March 5. The YF-100 > resembles the Soviet-era RD-120 engine, which China ac- USED BY A LUNAR LANDER WITH A MASS OF 30 TONS quired from the former Soviet Union in the early 1990s. The LUNAR LANDERS WITH CRYOGENIC ENGINES Chinese industry apparently struggled to reverse engineer > it until Ukrainian experts pitched in. COULD BE AN ASSET IN A FUTURE WITH LUNAR A number of Chinese veterans of the YF-100 project, who “FUELING STATIONS” later ascended to prominent positions within the nation’s space industry, had a very high opinion of their Ukrainian Anatoly Zak New York counterparts and their contribution to the success of the Long March 5 project. It might explain China’s continuing in- fter almost two decades of rumors and semiofficial terest in cooperation with Ukraine, even though lunar-land- reports, the latest evidence of China’s ambition ing systems have not been the focus of specialization for Ato put its astronauts on the Moon comes from . . . propulsion engineers at KB Yuzhnoye in recent years. Ukraine. According to well-informed sources, the Chinese In December 2013, China successfully landed a robotic AUSTRALIANAUSTRALIAN space industry has solicited help from Ukrainian engineers probe on the surface of the Moon, and last year it became at KB Yuzhnoye in the city the first nation to send of Dnipro to study several a spacecraft, including a engine designs that could rover, to the lunar far side. ASPIRATIONSASPIRATIONS softly land a very large ve- However, building a plat- hicle on the Moon’s surface. form capable of carrying Although the Chinese astronauts to the Moon clients have not confirmed would still require a major to their Ukrainian peers leap in Chinese technology, that the yet-to-be-devel- particularly in propulsion. oped lunar-landing engine Around 2017, KB Yuzh- would carry astronauts, the noye sold China the Sovi- et-era Block E propulsion The Ukrainian company KB system for the one-person Yuzhnoye is known to have LK lander, which was developed in the late 1960s as provided China assistance part of the ill-fated Soviet in developing the YF-100 effort to beat Apollo astro- engine that propels the nauts to the Moon. Long March 5 rocket. KB Yuzhnoye denied reports about selling the mass of the lander speci- Block E propulsion system fied in one technical assign- to China, possibly because ment to the Ukrainian spe- its contracts with Chinese cialists can only be justified entities include clauses Navigating by the needs of the human requiring such denials in exploration program. case of unofficial public Uncertainties The engine, with a thrust disclosures. But for the of 8 tons and a specific im- past three decades, it is in China pulse of 360 sec., would well-documented that Chi- be suited for a lunar land- nese firms have acquired Electric Propulsion er with a mass of 30 tons historic space hardware when fueled. For example, and related know-how from Evolutions the Eagle lunar lander, various countries, in an which put the Apollo 11 as- effort to gain experience, tronauts on the Moon, had train a cadre and find tech- Will the A380 Have a mass of about 15 tons nological shortcuts. at liftoff. New-generation This time, the Chinese an Aftermarket? landers currently studied interest in lunar-landing by NASA for the return propulsion has clearly ex- to the Moon have a mass panded from studies of reaching about 45 tons. historical prototypes to China has a long history research about new-gen- of turning to Ukrainian eration engines.

propulsion and rocket de- WIKIMEDIA The most unusual aspect

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MRO 4 NEWS BRIEFS & CONTRACTS MAINTENANCE CHECK

SAFETY & REGULATORY MRO 6 FAA Revamps Southwest The Known Oversight Following Audit MRO 8 ARSA Update Unknowns hile aviation is full of pos- AIRLINE INSIGHT MRO 9 Bangkok Airways Witive, growth-mode news, Christophe Clarenc, senior VP the amount of COVID-19-relat- maintenance and engineering ed bad news is making an im- REGIONAL FOCUS pact—from canceled flights to MRO 12 Home Front supply chain slowdowns. Smaller MRO operations are helping to keep heavy The day last week I traveled through maintenance in Australia five cities on three continents could Don’t let the short term illustrate today’s market situation. TECHNOLOGY I started in Dubai, at the end of our get you down. MRO 16 Electrifying Powerplants MRO Middle East event, where I spoke Influx of funding is spurring with executives from around the Mid- top of mind. Italy, in particular was electric engine development dle East who say business is robust. having problems, making me rethink MRO 18 Automakers Drive UAM Change (The region’s projected 8.3% year- my vacation there in a few weeks. Aircraft OEMs look to over-year MRO growth rate is higher Delays out of Zurich and New Jersey “verticalize” their hold on the than for others, according to Aviation hindered my timely return to Chicago UAM market as automakers Week’s forecast for 2020-29.) O’Hare, where I ended one business increase competition Sanad Aerotech announced adding trip and began one planned the day MRO 22 Workflow Scheduling Software several new engine capabilities last before. Without much time to spare, Different options will make year and is focusing on growing its I grabbed my bag, switched terminals the art of maintenance global network to accommodate that and checked onto a flight to Tulsa, Okla- scheduling more fluid and work. It announced a partnership homa, late that night. The mood during accurate with Ethiopian Airlines to establish a this portion of the trip was strained by center of excellence for narrowbody delays and uncertainty about connec- OPERATIONS APU MRO and is “actively looking at tions and the supply chain. MRO 24 Building a China Shop Southeast Asia and the Americas” for I did catch the flight, and the trip How Western aftermarket expansion opportunities, says Man- to Tulsa was fantastic. I met with companies are navigating soor Janahi, Sanad Aerotech CEO. American Airlines’ senior leadership, cultural differences and Lufthansa Technik Middle East including Chairman and CEO Doug exogenous shocks in their Chinese ventures (LTME) has been building up its Parker and Kevin Brickner, senior spare component levels and repair vice president for technical operations, ENGINEERING capabilities, including for the Boeing before they announced a $550 million MRO 26 LED Retrofit 787 nacelle. While the business was investment in its Tulsa maintenance With greater reliability originally set up to focus on Middle base. American has been expanding its and efficiency, LEDs are Eastern customers, it has become a largest base’s capabilities to enable it supplanting conventional center of excellence for GE90 thrust to insource more work—and now it is lighting reversers, which is drawing GE90 and adding a widebody hangar and mod- V2500 business from Europe as well, ernizing the rest of its World War II-era AIRCRAFT ANALYSIS says Ziad Al Hazmi, CEO of LTME. facilities and infrastructure to keep up MRO 28 A380’s Diminishing Returns MRO providers focus on Meanwhile, Aerostructures Middle with its younger fleet. The mood there, other aircraft types as the East Services has expanded in Dubai’s as you can imagine, was optimistic. superjumbo’s numbers Jebel Ali Free Zone to accommodate We’re in uncertain times, but our in- dwindle over the decade new preventive maintenance inspec- dustry will prevail and become stronger tions and associated repairs on GE90 than ever. Make sure you’re balancing MROLINKS fan stator modules. And Jordan Airmo- a short- and long-term view—and don’t MRO 30 Spotlight on Seating tive says CFM International approved let the short term get you down. Now its application for a CFM56-7B license. more than ever, look at the positives. c VIEWPOINT The mood at MRO Middle East was —Lee Ann Shay MRO 33 Peter White optimistic and very businesslike, but Improving reliability when I landed in Zurich, news of the Keep up with Shay on programs spreading COVID-19 in Europe seemed Twitter @AvWeekLeeAnn

COVER: QANTAS AviationWeek.com/MRO INSIDEMRO MARCH 2020 MRO3 News Briefs

Highlights Contracts A rop seured a lon-term oer- Revima Enters Malaysia MRO Collaboration b-te-our PB ontrat rom l Al or Revima, the French provider of auxiliary power unit (APU) and landing omonent suort or 26 Boein 3Ns gear repairs, has announced a new maintenance partnership with Malaysia Airlines through which both parties will collaborate on o ering services to operators in the Asia-Pacifi c region. Cosot as seleted b lAir to Revima says the landing gear overhaul and replacement contract with roide AE M sotare Malaysia Airlines will focus on servicing third-party Revima customers from the airline’s hangar in Kuala Lumpur. This will be reciprocated by Revima, which will o er landing gear over- e ill C as seleted b hauls for Malaysia Airlines’ MRO customers across its network of facilities, ori Aitio Cpitl as laun us- along with o ering its customers landing gear replacement packages with tomer or as 8-400 lassi oeread Malaysia Airlines. Revima will also help the carrier with technical and train- bin etension modiiation to roide ing support for fl eet landing gear replacements. additional stoae bein deeloed in American Airlines To Add Widebodies in Tulsa artnersi it r Iteriors American Airlines plans to add a widebody maintenance hangar at its Tulsa, Oklahoma, location as part of a $550 million upgrade. irtre Aitio is eeted to art out The $550 million is the single largest investment the airline has made at an e-Air rane A380-800 040 or r a maintenance location. Some of the money will go to updating the rest of eters at no Airort reland its hangars on the 80-year-old base. Constr uction of the 193,000 -ft.2 hangar, which will accommodate two widebody aircraft or six narrowbodies, will start in early 2021 and is scheduled Aitio seured eeh and to take about 18 months. After its completion, hangars three and four will go eiol Airlies as laun us- o ine because they can no longer accommodate American’s fl eet. tomers or te C34-8 i-ressure tur- The other hangars and infrastructure will also be updated—with new bine durabilit urade roram roofi ng, IT upgrades and ramp repairs. Tech Ops Tulsa maintains more than 900 aircraft and is American Air- lines’ largest maintenance base facility. ieherrAerospe on a ret e Airlies ontrat to roide land- Nacelle Panel Work for MAXs Before Return in ear oeraul or its Embraer 195s An FAA draft directive published Feb. 26 called for Boeing 737 MAXs to undergo inspections and modifi cations before their return to service to itee C seured a ensure engine-control wiring has adequate protection from electromagnetic interference. 10-ear 225 million ontrat to roide The issue, discovered during Boeing’s review of the MAX following two 138 C6-80C2 deot maintenane or fatal accidents and the model’s March 2019 grounding, a ects composite Air ore C-5Ms engine nacelle panels. During production, gaps were left in protective foil lining some thumbnail and mid-strut fairing panels located on top of the engine that are meant to shield wires located just below. e ehis as seleted b r Boeing issued a special-attention service bulletin on Dec. 11, 2019, recom- elles to roide on-site rodut su- mending that operators inspect the areas and modify the thumbnail fairing ort trou its EAM mobile unit assembly within six months. The FAA’s draft airworthiness directive calls for the work to be done “before further fl ight,” making it likely that MAX iss Itertiol Air ies too operators will opt to tackle it before the model is cleared to fl y again, even if the mandate—which other regulators are expected to adopt—is not fi nalized. delier o its irst o 25 -oered Airbus A320neos it as on order rtt Airbus A321 Converted Freighter Is Certifi ed hite ill also roide iss it en- An Airbus A321 passenger-to-freighter (P2F) conversion—developed by ine maintenane trou an EnineWise joint-venture partners ST Engineering, Airbus and Dresden-based freighter Protet serie areement conversion specialist Elbe Flugzeugwerke (EFW)—secured European Union Aviation Safety Agency supplemental type certifi cation (STC) on Feb. 25. The A321P2F program launched in 2015, with ST Engineering handling l on a ontrat rom Fle o engineering development and Airbus providing certifi cation support and Moldoa to roide ea maintenane original equipment manufacturer data. As the STC holder, EFW is heading mods on to A320-200s at arja up the program and will handle adaptation engineering for serial production, sales, marketing and customer support. c Contract Source: SpeedNews

MRO INSIDEMRO MARCH 2020 AviationWeek.com/ News Briefs

Highlights Contracts A rop seured a lon-term oer- Revima Enters Malaysia MRO Collaboration b-te-our PB ontrat rom l Al or Revima, the French provider of auxiliary power unit (APU) and landing omonent suort or 26 Boein 3Ns gear repairs, has announced a new maintenance partnership with Malaysia Wings Airlines through which both parties will collaborate on o ering services to operators in the Asia-Pacifi c region. Cosot as seleted b lAir to Revima says the landing gear overhaul and replacement contract with roide AE M sotare Malaysia Airlines will focus on servicing third-party Revima customers from the airline’s hangar in Kuala Lumpur. of change This will be reciprocated by Revima, which will o er landing gear over- e ill C as seleted b hauls for Malaysia Airlines’ MRO customers across its network of facilities, ori Aitio Cpitl as laun us- along with o ering its customers landing gear replacement packages with tomer or as 8-400 lassi oeread For more than four decades, we’ve been a world leader in the design Malaysia Airlines. Revima will also help the carrier with technical and train- bin etension modiiation to roide and development of flight controls, engine controls, and flight deck ing support for fl eet landing gear replacements. additional stoae bein deeloed in and cabin systems. We are developing next generation systems that American Airlines To Add Widebodies in Tulsa artnersi it r Iteriors will enable all-electric and hybrid-electric aircraft and engines. American Airlines plans to add a widebody maintenance hangar at its Tulsa, Oklahoma, location as part of a $550 million upgrade. irtre Aitio is eeted to art out The $550 million is the single largest investment the airline has made at an e-Air rane A380-800 040 or r a maintenance location. Some of the money will go to updating the rest of eters at no Airort reland its hangars on the 80-year-old base. Constr uction of the 193,000 -ft.2 hangar, which will accommodate two widebody aircraft or six narrowbodies, will start in early 2021 and is scheduled Aitio seured eeh and to take about 18 months. After its completion, hangars three and four will go eiol Airlies as laun us- o ine because they can no longer accommodate American’s fl eet. tomers or te C34-8 i-ressure tur- The other hangars and infrastructure will also be updated—with new bine durabilit urade roram roofi ng, IT upgrades and ramp repairs. Tech Ops Tulsa maintains more than 900 aircraft and is American Air- lines’ largest maintenance base facility. ieherrAerospe on a ret e Airlies ontrat to roide land- Nacelle Panel Work for MAXs Before Return in ear oeraul or its Embraer 195s An FAA draft directive published Feb. 26 called for Boeing 737 MAXs to undergo inspections and modifi cations before their return to service to itee C seured a ensure engine-control wiring has adequate protection from electromagnetic interference. 10-ear 225 million ontrat to roide The issue, discovered during Boeing’s review of the MAX following two 138 C6-80C2 deot maintenane or fatal accidents and the model’s March 2019 grounding, a ects composite Air ore C-5Ms engine nacelle panels. During production, gaps were left in protective foil lining some thumbnail and mid-strut fairing panels located on top of the engine that are meant to shield wires located just below. e ehis as seleted b r Boeing issued a special-attention service bulletin on Dec. 11, 2019, recom- elles to roide on-site rodut su- mending that operators inspect the areas and modify the thumbnail fairing ort trou its EAM mobile unit assembly within six months. The FAA’s draft airworthiness directive calls for the work to be done “before further fl ight,” making it likely that MAX iss Itertiol Air ies too operators will opt to tackle it before the model is cleared to fl y again, even if the mandate—which other regulators are expected to adopt—is not fi nalized. delier o its irst o 25 -oered Airbus A320neos it as on order rtt Airbus A321 Converted Freighter Is Certifi ed hite ill also roide iss it en- An Airbus A321 passenger-to-freighter (P2F) conversion—developed by ine maintenane trou an EnineWise joint-venture partners ST Engineering, Airbus and Dresden-based freighter Protet serie areement conversion specialist Elbe Flugzeugwerke (EFW)—secured European Union Aviation Safety Agency supplemental type certifi cation (STC) on Feb. 25. The A321P2F program launched in 2015, with ST Engineering handling l on a ontrat rom Fle o engineering development and Airbus providing certifi cation support and Moldoa to roide ea maintenane original equipment manufacturer data. As the STC holder, EFW is heading mods on to A320-200s at arja up the program and will handle adaptation engineering for serial production, sales, marketing and customer support. c Contract Source: SpeedNews

baesystems.com/commercialsupport MRO INSIDEMRO MARCH 2020 AviationWeek.com/ Safety & Regulatory

later ordered Southwest to speed up FAA Revamping Southwest the process, giving the airline a Jan. 31, 2020, deadline. As of Feb. 1, Southwest Oversight After Audit had confirmed that 80 of the affected aircraft completed the RAP, and eight The U.S. FAA certificate management 88 used Boeing 737s that Southwest others—all in heavy maintenance— office (CMO) responsible for South- bought in 2013-17. Southwest tapped were undergoing RAP inspections. west Airlines was wrong to allow the consultants to review the aircraft re- Inspectors in the Southwest CMO carrier to clear 88 used aircraft for cords and verify specific items high- pointed to risk analysis done under service through what inspectors knew lighted in Southwest’s “summary the carrier’s FAA-approved safety was a flawed conformity process, the documentation,” the report says. But management system (SMS) as justifi- agency admits, concurring with a Southwest’s processes did not factor in cation for allowing the aircraft to keep Transportation Department audit that certain unknowns, such as repairs with flying during the RAP time frame. The found several major shortcomings. The inaccurate or incomplete documenta- OIG says the plan violated FAA regu- agency plans to act on 11 recommenda- tion, or paperwork that differed from lations—specifically Part 121, Subpart tions made by the auditors, including FAA protocol. It also did not call for any H—and the two-year deadline for fix- more training on root-cause analysis independent records analysis, the Of- ing the issues did not reflect the FAA’s for addressing airworthiness issues. fice of Inspector General (OIG) found. Compliance Program philosophy that “We agree that the Southwest Air- The 88 737 NGs were previously oper- lines (SWA) FAA Certificate Manage- ated by airlines in China (23 aircraft), FAA inspectors overseeing South- ment Office (CMO) did not perform in Canada (14), Argentina (14), Russia (10) west’s maintenance operation did not accordance with existing guidance by and Mexico (9). follow regulations, an audit found. SOUTHWEST AIRLINES

allowing 88 aircraft (the ‘Skyline’ air- In late 2017, the FAA discovered po- allows operators to “achieve rapid craft) to enter service through SWA’s tential gaps in Southwest’s aircraft-con- compliance” with the regulations. conformity process, which lacked a formity process. In mid-2018, the agency The FAA plans to “ensure” that des- comprehensive conformity inspection discovered some of the airline’s used air- ignated airworthiness representatives for used aircraft,” the agency says in a craft were in service without properly review and validate aircraft records and formal response to the report, released documented repairs and records that verify that they conform with U.S. stan- in early February. had not been translated into English. dards. The agency also will issue inspec- Auditors also found that consistent The agency and Southwest agreed to a tor guidance on evaluating air carrier reporting of inaccurate weight-and- plan, the Repair Assessment Program safety risk assessments, making sure balance figures to pilots disclosed by (RAP), under which all 88 would be in- SMS are not used “as a substitute for the airline was not handled correctly. spected, all repairs validated, and any regulatory compliance,” the report says. “Regarding performance weight and other issues resolved within two years. The agency will retrain Southwest balance, we agree the SWA CMO, at The FAA also began participating in CMO inspectors on proper use of vol- times, did not perform in accordance Southwest’s conformity process. untary disclosure processes and will with existing guidance,” the FAA says. The agency, facing pressure from law- develop guidance on evaluating risk The Skyline-aircraft issues involve makers digging into airline oversight, assessments and root-cause analysis.

MRO6 INSIDEMRO MARCH 2020 AviationWeek.com/MRO Safety & Regulatory

later ordered Southwest to speed up The FAA also changed personnel in Southwest is working on making the analysis shortcomings dovetail with con- FAA Revamping Southwest the process, giving the airline a Jan. 31, Southwest’s CMO last year. process—which relies on handcounts clusions in a December 2019 report that 2020, deadline. As of Feb. 1, Southwest On the weight-and-balance issue, of baggage and their positions on the focused on FAA oversight of Allegiant Oversight After Audit had confirmed that 80 of the affected the FAA learned in January 2018 that aircraft—more accurate. “In addition to Air. That report recommended “a com- aircraft completed the RAP, and eight the carrier’s pilots were regularly re- the increased surveillance by the SWA prehensive review” and, if necessary, The U.S. FAA certificate management 88 used Boeing 737s that Southwest others—all in heavy maintenance— ceiving inaccurate data. Southwest CMO, the airline integrated new technol- modifications to FAA root-cause analy- office (CMO) responsible for South- bought in 2013-17. Southwest tapped were undergoing RAP inspections. self-disclosed using the FAA’s Volun- ogy to better manage its baggage count sis training for inspectors, which the west Airlines was wrong to allow the consultants to review the aircraft re- Inspectors in the Southwest CMO tary Disclosure Reporting Program and is working to implement this tech- agency plans to implement this year. c carrier to clear 88 used aircraft for cords and verify specific items high- pointed to risk analysis done under (VDRP). The FAA ordered the airline nology with cargo as well,” the OIG says. service through what inspectors knew lighted in Southwest’s “summary the carrier’s FAA-approved safety to audit 25% of its flights, investigate The OIG’s findings on root-cause —Sean Broderick was a flawed conformity process, the documentation,” the report says. But management system (SMS) as justifi- any findings that were inaccurate by agency admits, concurring with a Southwest’s processes did not factor in cation for allowing the aircraft to keep 300 lb. or more, and report to the FAA Transportation Department audit that certain unknowns, such as repairs with flying during the RAP time frame. The discrepancies of at least 1,500 lb. “We found several major shortcomings. The inaccurate or incomplete documenta- OIG says the plan violated FAA regu- found that inspectors did not ensure agency plans to act on 11 recommenda- tion, or paperwork that differed from lations—specifically Part 121, Subpart Southwest Airlines fulfilled its require- tions made by the auditors, including FAA protocol. It also did not call for any H—and the two-year deadline for fix- ments or verify that the carrier took more training on root-cause analysis independent records analysis, the Of- ing the issues did not reflect the FAA’s the agreed-upon actions,” the OIG says. for addressing airworthiness issues. fice of Inspector General (OIG) found. Compliance Program philosophy that FAA rules require carriers to report “We agree that the Southwest Air- The 88 737 NGs were previously oper- “accurate” weight and balance data, but lines (SWA) FAA Certificate Manage- ated by airlines in China (23 aircraft), FAA inspectors overseeing South- the term is not defined. Southwest’s risk ment Office (CMO) did not perform in Canada (14), Argentina (14), Russia (10) west’s maintenance operation did not analysis concluded that variances of up accordance with existing guidance by and Mexico (9). follow regulations, an audit found. to 1,500 lb. were low-risk. It continued to use its VDRP to report discrepancies at a rate of 10-25 per month for two years and inaccuracies up to 7,000 lb. In some cases, multiple events were lumped into a single disclosure, This, the OIG says, violates FAA guidance.

“The FAA principal inspector deemed Visit us at: these actions acceptable because the airline justified inaccurate weight and MROBooth Americas 2228. balance calculations as a low risk,” the OIG says. “Additionally, the inspector stated handling the noncompliances in 28-30 April, Dallas. Enabling you to capture this manner would minimize the admin- istrative burden within the local over- maximum potential sight office. These decisions indicate a Value beyond service

SOUTHWEST AIRLINES need to ensure FAA inspectors in the local oversight office are trained on the purpose and proper use of VDRP.” Aerostructures The OIG also took issue with the leeway granted to Southwest without MRO & Paint a clear plan to solve the problem. allowing 88 aircraft (the ‘Skyline’ air- In late 2017, the FAA discovered po- allows operators to “achieve rapid “FAA granted the carrier multiple Cargo Conversion craft) to enter service through SWA’s tential gaps in Southwest’s aircraft-con- compliance” with the regulations. extensions to determine the root cause Engines conformity process, which lacked a formity process. In mid-2018, the agency The FAA plans to “ensure” that des- and then granted additional time for comprehensive conformity inspection discovered some of the airline’s used air- ignated airworthiness representatives the carrier to implement corrective Teardown & Spare Parts for used aircraft,” the agency says in a craft were in service without properly review and validate aircraft records and actions, even though the principal in- formal response to the report, released documented repairs and records that verify that they conform with U.S. stan- spector did not feel the carrier had Trading & Leasing in early February. had not been translated into English. dards. The agency also will issue inspec- identified the true cause,” the OIG says. Auditors also found that consistent The agency and Southwest agreed to a tor guidance on evaluating air carrier “According to FAA managers, this was reporting of inaccurate weight-and- plan, the Repair Assessment Program safety risk assessments, making sure because they believed that the root- balance figures to pilots disclosed by (RAP), under which all 88 would be in- SMS are not used “as a substitute for cause [analysis] is the responsibility of the airline was not handled correctly. spected, all repairs validated, and any regulatory compliance,” the report says. the carrier and the inspectors should “Regarding performance weight and other issues resolved within two years. The agency will retrain Southwest not be involved in that process. Howev- balance, we agree the SWA CMO, at The FAA also began participating in CMO inspectors on proper use of vol- er, these statements are contradictory Luxembourg | Châteauroux | Montpellier times, did not perform in accordance Southwest’s conformity process. untary disclosure processes and will to FAA guidance that requires inspec- vallair.aero with existing guidance,” the FAA says. The agency, facing pressure from law- develop guidance on evaluating risk tors to work with air carriers to deter- The Skyline-aircraft issues involve makers digging into airline oversight, assessments and root-cause analysis. mine the root cause of safety concerns.”

MRO6 INSIDEMRO MARCH 2020 AviationWeek.com/MRO AviationWeek.com/MRO INSIDEMRO MARCH 2020 MRO7 Safety & Regulatory

ARSA UPDATE The Power of Presence

ONE OF MY FAVORITE “BITS” (AS IN AN “ACTION ASSOCIATED with a particular activity,” not a tool or drill bit) is to ask this question in the March edition of Inside MRO: Where are you right now? You might be at ARSA’s annual conference, which is hosted each March in and around Washington. The event is small by the standards of large expositions and trade shows—like Aviation Week’s MRO Americas gathering in April—but like much of ARSA’s work, it punches above its weight in terms of industry importance. But this isn’t a sales pitch for the conference; it’s my opportunity to reassert the importance of face-to-face engage- ment made possible through events. There are certainly other ways to gather information and plenty of media for communicating with colleagues, regulators and the general public—after all, you’re reading this even if you’re not at the conference—but the professional and personal enrichment that comes from attending events endures. The key value of that interaction is access. After going back and forth via email or hearing distant voices on conference calls—or worse, in a constant string of voicemails—a 5-min. discussion can solve intractable problems quickly. My favorite example is a simple one (and, yes, it comes from an ARSA event). In 2014, a symposium attendee asked a question regarding the FAA 8130-3 form. Briefly put, his people were being told to include unnecessary verbiage, and it was creating hang-ups when the paperwork was included on work performed for foreign customers. After raising the problem with staff from the FAA’s Aircraft Certification Service, quick agreement was reached to issue a memorandum ensuring agency personnel and designees didn’t demand use of the unnecessary language. The memo was issued a month later—it went from a Q&A session to agency action in fewer than 30 days. Surely, similar examples abound every time industry members, government officials and other interested parties come together: Things get a little better. ANDRESR/GETTY IMAGES So if you do happen to be reading this in the ballroom of the Ritz-Carlton (or before a meeting at a U.S. government MRO Americas next month? ARSA and its members will be office or between stops on Capitol Hill), make good on this there.) Plan some face time with those who matter to your opportunity. Use your time in the same room with the FAA, work, and then make good on the power of your presence. European Union Aviation Safety Agency, Transport Canada And if you want a little more detail on that 2014 example, or other government representatives to make progress that visit arsa.org/8130-3-story c serves your business and improves the aviation community. If you’re not with us, go to your calendar and plan (or con- Brett Levanto is vice president of operations of Obadal, Filler, firm your plans) for the next conference, trade show, expo, MacLeod & Klein. He provides strategic and logistical support air tattoo or industry forum you can attend. (Did I mention for the Aeronautical Repair Station Association.

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ARSA UPDATE Bangkok Airways Christophe Clarenc, senior vice president of maintenance and engi- The Power of Presence neering at Bangkok Airways, talks to James Pozzi about its plans to ONE OF MY FAVORITE “BITS” (AS IN AN “ACTION ASSOCIATED insource more MRO work while expanding predictive maintenance. BANGKOK AIRWAYS with a particular activity,” not a tool or drill bit) is to ask this question in the March edition of Inside MRO: Where are What are some of the key elements of contract we sign, based on what we you right now? of Bangkok Airways’ maintenance believe is the best choice for the equipment to be repaired, and in most cases You might be at ARSA’s annual conference, which is host- strategy? we initially go with flexible short- or Bangkok Airways Fact Box ed each March in and around Washington. The event is small Our first strategy is to invest in our mid-term contracts. We would go into FLEET: Approximately 40 aircraft, con- by the standards of large expositions and trade shows—like team. We have a core team that has longer-term arrangements only once sisting of Airbus A320s and ATR 72- Aviation Week’s MRO Americas gathering in April—but like been with us for a very long time, with the supplier has demonstrated its 500s and -600s. much of ARSA’s work, it punches above its weight in terms a low turnover, and this gives us a good worth. We may go with OEMs or inde- of industry importance. level of experience and valuable exper- pendent MROs. IN-HOUSE CAPABILITIES: Airframe main- But this isn’t a sales pitch for the conference; it’s my op- tise, even more so as the two families tenance for ATR and A320-family portunity to reassert the importance of face-to-face engage- of aircraft we operate have been with What does Bangkok Airways look for in aircraft. Repair capabilities for wheels ment made possible through events. There are certainly us for a significant amount of time. We a maintenance partner, be it an MRO, a and brakes and batteries. Non- other ways to gather information and plenty of media for then invest in training to make sure that tooling supplier or a logistics company? destructive testing; some electrical communicating with colleagues, regulators and the general the new staff can grow in a satisfactory and mechanical parts repairs; some way to support the core team. This staff Reliability, quality and value for money. borescope inspections of cabin, public—after all, you’re reading this even if you’re not at the retention and investment in staff devel- We may not go for the cheapest op - safety equipment and propellers; conference—but the professional and personal enrichment opment are central to everything we do. tion if we are not comfortable that it quick engine changes; and a com- that comes from attending events endures. We are strong believers that the quality can deliver the quality and reliability posite repair shop. The key value of that interaction is access. After going of our staff is the most important factor we seek, so we prefer to aim for value back and forth via email or hearing distant voices on confer- for us to succeed. We also believe this for money instead of the lowest price. IN-HOUSE VS. OUTSOURCED MAINTENANCE: ence calls—or worse, in a constant string of voicemails—a is what helps us to remain relatively We don’t want to go cheap if we might 80% in-house, 20% outsourced (in- 5-min. discussion can solve intractable problems quickly. lean. We maintain a fleet of 40 aircraft end up with more aircraft on ground tending to bring all work in-house as My favorite example is a simple one (and, yes, it comes with a team of 400 total, including line or compliance issues. We also expect soon as possible). One-third of com- from an ARSA event). In 2014, a symposium attendee asked maintenance, base maintenance, flexibility from the MRO when we are ponent work is done in-house. a question regarding the FAA 8130-3 form. Briefly put, his shops, store, purchasing and repairs, discussing contractual terms, and we HANGARS AND LINE STATIONS: people were being told to include unnecessary verbiage, and CAMO, admin, finance, and even some value fairness very highly. One han- asset-management activities. gar at Don Mueang International it was creating hang-ups when the paperwork was included In 2018, Bangkok Airways announced Airport; a second at Sukhothai on work performed for foreign customers. After raising the What are your arrangements in terms plans to build an MRO center at Sukho- Airport expected in early 2022. Line problem with staff from the FAA’s Aircraft Certification Service, of insourcing maintenance work and thai. What is the latest on this project? stations at Bangkok Suvarnabhumi, quick agreement was reached to issue a memorandum en- outsourcing your requirements? Samui International, Phuket Interna- suring agency personnel and designees didn’t demand use The plan is still on and making prog- tional and Chiang Mai International of the unnecessary language. The memo was issued a month We insource as much as possible, ress. We had more difficulties than airports in Thailand and Phnom Penh later—it went from a Q&A session to agency action in fewer whenever it makes sense from a value- originally envisaged to complete the International Airport in Cambodia. than 30 days. Surely, similar examples abound every time for-money standpoint and when the paperwork required for such a proj- industry members, government officials and other interested initial capital investment is reasonable, ect, and we have also considered other parties come together: Things get a little better. and whenever we believe we can find locations besides Sukhothai. This has the International Civil Aviation Organi- ANDRESR/GETTY IMAGES So if you do happen to be reading this in the ballroom of qualified staff to correctly implement been causing some delays, but we are zation, so the Civil Aviation Authority of the new activities. If required, we hire definitely going to build a hangar to Thailand (CAAT) started up and with the Ritz-Carlton (or before a meeting at a U.S. government MRO Americas next month? ARSA and its members will be staff to cope with the additional capa- serve our own fleet and also to resume it many new requirements with short office or between stops on Capitol Hill), make good on this there.) Plan some face time with those who matter to your bilities. It may complicate our job, but providing services to third parties. implementation times, to implement opportunity. Use your time in the same room with the FAA, work, and then make good on the power of your presence. in our opinion it gives us better control changes rapidly and efficiently. The European Union Aviation Safety Agency, Transport Canada And if you want a little more detail on that 2014 example, over turnaround times and quality and What are some of the main challenges pace of change in the industry is accel- c or other government representatives to make progress that visit arsa.org/8130-3-story more flexibility. for your maintenance operation? erating, and people do not like change. serves your business and improves the aviation community. Whenever we outsource, we favor If you’re not with us, go to your calendar and plan (or con- Brett Levanto is vice president of operations of Obadal, Filler, regional solutions as much as we The main challenges I would say are Which new technologies is Bangkok firm your plans) for the next conference, trade show, expo, MacLeod & Klein. He provides strategic and logistical support can: We save on logistics and reduce to find qualified manpower in Thai- Airways looking at for its maintenance air tattoo or industry forum you can attend. (Did I mention for the Aeronautical Repair Station Association. the risk of a much-needed part being land and to work in a rapidly evolving processes? offloaded at a transit airport some - regulatory and compliance context. where. When we outsource, we are The Thai Department of Civil Aviation We have been trying a solution for very flexible with regard to the type disappeared following some issues with predictive maintenance on our Air-

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Elizabeth Zlitni Director of Sales [email protected] 913-967-1348 Airline Insight bus fleet, but we just suspended it last avoided having the company enterprise had a lot of new staff with fewer expe- month. The concept is very good, and resource planning present everywhere rienced guys around them. We had to we are strong believers in it, but the in our MRO operation as it is too heavy develop more systematic knowledge- implementation was a major disap - and too rigid. But we developed a lot of sharing or training processes. We pointment. Algorithms were few and in-house solutions to address our spe- could no longer let it happen naturally, of poor quality, and overall we got no cific problems and help us improve our by immersion so to speak, and we also benefit from this experiment. We are processes. These solutions in several had to carefully document the train- convinced that data analysis tools cases have been developed by comple- ing process to accommodate the new can bring benefits and have been us- menting the capability of our existing requirements of the International Air ing Skywise Core extensively to look MIS with the data analysis capabilities Transport Association Operational into our data, using their analysis to of Skywise Core to give us the exact Safety Audit and CAAT. So we had to improve our processes and all our tools or reports we wanted. The sav- change our training very significantly. activities, with applications ranging ings from not buying the fancy and ex- from better identification of recurring pensive MIS were invested instead in How has the MRO business been built defects to better hangar-check plan- training. We prefer a skillful driver in a up considering the fleet expansion ning and management, or proactive Toyota Corolla rather than a mediocre and the introduction of more ATR 72 maintenance. The difficulty is to find one driving a fancy car! aircraft?

Our MRO business has not been built Bangkok Airways operates a mixed fleet of up and has suffered tremendously Airbus A320 and ATR turboprop aircraft. from the fleet expansion. Simply put, our current facility is not even big

NIGEL HOWARTH/AW&ST enough to serve our own fleet. We have had to contract out some hangar checks over the past two years, and we also had to stop working on third- party components. The only positive in this current situation, where we are forced to outsource some airframe maintenance, is that it provides us with a very valuable benchmarking opportunity. We can learn from others, and we are trying to look at them with an open mind. But the goal is to resume our MRO business once our new hangar is up and running. We do have the team and the tools. Once we have the facility, we have everything we need to resume the business, and we have every intention of doing people who understand maintenance What strategies are you using to ac- so because we believe we can offer and data mining and analysis well quire skilled MRO technicians? something different. We will never be enough, and to change the mindset of able to compete with the big guys in the staff who have been doing mainte- The airline industry has been grow- the business, but we have experience nance jobs the same way for years—all ing a lot in Thailand over the past de- and expertise, and we can maybe give of a sudden, we are going to tell them cade, and the schools producing MRO more attention and care to the smaller we are going to make big changes to technicians did not keep up with this customers than the big guys do. We their processes. growth or do much to improve their brand ourselves as the boutique air- curricula. So basically, we hire mostly line, so maybe we will be a boutique How is Bangkok Airways investing in technicians fresh from school and in- MRO, too. IT for its MRO operation? vest a lot in their training and education. We have had our own internal Are you looking to insource any main- We have an approach that is conserva- challenges, too: In the past, we in- tenance work or will you look to fur- tive in one way and open-minded and ducted very low numbers of new staff ther outsource? very active in another way. We did not every year, so on-the-job training was invest in a fancy, complete and expen- a very good solution because we had Insource. First, take back in all of the sive management information system very few new staff surrounded by ex- base maintenance as soon as our facili- (MIS), as they are very costly and perienced technicians. Then we grew ties allow that and continue to grow maybe not necessary for us up to now, faster, hired more, some of the expe- the capability list of our shops when- considering our size. We also carefully rienced guys retired or left, and so we ever we see the opportunity. c

AviationWeek.com/MRO INSIDEMRO MARCH 2020 MRO11 Regional Focus Home Front Smaller MRO operations are helping keep heavy maintenance in Australia

MRO12 INSIDEMRO MARCH 2020 AviationWeek.com/MRO Regional Focus Home Front Smaller MRO operations are helping keep heavy maintenance in Australia

Adrian Schofield hile industry trends in Austra- lia—and elsewhere—point toward Wgreater overseas outsourcing of aircraft maintenance, a handful of companies are ensuring the country retains a strong heavy maintenance capability. Australia’s largest airline, Qantas, is the most obvious example, as it still performs its own heavy checks for certain fleet types. However, smaller operators are also increasingly active in the heavy maintenance sector. Regional Express REGIONAL EXPRESS HOLDINGS Holdings (Rex) conducts all levels of maintenance on its Rex handles heavy maintenance on its Saab 340 fleet in expansion by Rex, Png says. However, if the airline grows by invest, but Rex is financially healthy and owns its aircraft. turboprop fleet and is considering expansion, while Heston its hangars at Wagga Wagga, New South Wales. another 5-10 aircraft, it would have to add more hangar space. Another factor is that with an older fleet, aircraft and MRO sees an opportunity to add heavy work and other ca- There is no room to build at the Wagga Wagga facility, Png parts reliability is a particularly important issue. By han- pabilities to its line maintenance operation. Hawker Pacific In contrast to its larger brethren, Rex performs all of its says. Consequently, Rex is in discussions about establishing dling its own maintenance Rex can ensure it “has direct is another company that is expanding its heavy maintenance airframe maintenance within Australia and almost all of it another heavy maintenance facility elsewhere. The most control over the reliability and condition of the aircraft,” capacity in Australia. in-house. The carrier is now looking to expand its compo- promising options are Adelaide and Sydney, where Rex al- says Png. It also makes it easier to coordinate the timing Qantas represents both the insourcing and outsourcing nent capabilities and is also assessing where it could con- ready has light maintenance bases. A backup option would be of scheduled maintenance with operational needs, and Rex approaches. Most of the group’s heavy maintenance is done struct new facilities to accommodate future growth. to contract more work to its partner in Cairns, but the carrier does not have to worry about being a lower priority for one at its own facilities, although it also sends a significant amount Rex operates a fleet of nearly 60 Saab 340B turboprops. would prefer to keep the maintenance expansion in-house, of the big MRO providers. offshore. Airbus A330 and Boeing 737 heavy checks and It has light maintenance bases in Adelaide, Brisbane, Mel- says Png. He stresses that there are no plans to build immedi- Rex applies this self-reliant approach to as many areas of cabin reconfigurations are performed at its main Brisbane bourne, Perth and Sydney, with its main heavy maintenance ately, as the existing hangars are adequate for the near future. the airline as possible. For example, the carrier established engineering base, with turboprops handled at Tamworth, New base in Wagga Wagga, NSW. Rex also has some A and B The Saab 340 fleet has grown steadily in recent years along a pilot academy to help address the problem of attrition. South Wales (NSW), and Jetstar’s A320s at Newcastle, NSW. check work done under contract by Hawker Pacific in Cairns. with the Rex regional network. The average age of these The company also trains its own maintenance staff, from On the outsourcing side, the airline’s heavy maintenance While airframe maintenance is conducted locally, the aircraft is more than 25 years, according to the Aviation entry-level apprentices through to licensed engineers. Rex on A380s and its dwindling fleet of 747s is conducted over- CT7-9B engines are sent to a GE-approved facility in In- Week fleet database. However, Rex is in no rush to replace has about 250 maintenance staff, of which 150 are engineers. seas. Qantas announced last year that it would outsource its donesia for major overhauls. Rex can perform some limited them, as the Saabs have at least 10 more years of operation- The carrier’s plans for aircraft components are another Boeing 717 heavy checks—previously handled at Canberra engine work itself. al life, Png says. The aircraft have about 40,000 flight hours example of wanting to do as much as possible in-house. Rex —to Singapore-based ST Engineering. The carrier has yet The main Wagga Wagga facility has two hangars, accom- on average and are certified up to 60,000. Manufacturer already does some component repairs, but it is looking to to reveal where heavy maintenance on newer aircraft such modating one Saab 340B each. It has an aircraft paint shop Saab believes the limit could be extended to 80,000 hours. expand this to a greater range of parts. This helps because as Boeing 787s will occur, and similar decisions will eventu- that is operated by a contractor. There are also workshops Many other regional carriers around the world choose to Saab 340 parts are becoming harder to find, and “it cuts ally have to be made for future fleet types the Qantas group for engines, batteries, components and wheels. outsource their heavy maintenance, but Rex has calculated down our dependency on overseas suppliers,” says Png. intends to order in the next few years. Rex completes about 15 C checks per year at Wagga that it makes more sense to keep it within the company. One Rex aims to manufacture some parts. For example, the Virgin Australia, the country’s other major airline, out- Wagga, says Png Yeow Tat, the carrier’s general manager of the main reasons is cost—“it has definitely proven to be carrier estimates it can fabricate its own flight-attendant sources its heavy maintenance to companies in Asia and for engineering. The existing hangars could handle up to 17 cheaper to do it ourselves,” Png says. Some airlines cannot handsets for about one-third of the market price. It is cur- New Zealand. per year, so they can still accommodate some degree of fleet take this approach because they do not have the capital to rently testing this process and seeking approval to use the

MRO12 INSIDEMRO MARCH 2020 AviationWeek.com/MRO AviationWeek.com/MRO INSIDEMRO MARCH 2020 MRO13 Regional Focus handsets in its fleet. Retrofitting parts in other areas such as light-heavy main- Heston looked at the possibility of is also a focus, and Rex has pioneered tenance, engine work, components and acquiring an existing hangar for base the replacement of cathode-ray-tube training, Butautis says. He envisages maintenance operations but has not electronic flight displays with more the company evolving to become almost found one that meets its requirements. reliable LCD technology. a “total care” solution for smaller air- This means the company is more likely Heston MRO, headquartered in Bris- lines in the South Pacific region. to build its own hangar from scratch, bane, is another company looking to Butautis says Heston is in “active Butautis says. expand its scope with new capabilities discussions” regarding a location for a An advantage of the new-build op- —including base maintenance. Heston heavy maintenance base. The company tion is that the hangar would be com- Aviation acquired what was then Air- is trying to “find the right formula to patible with the advanced MRO tech- craft Maintenance Services Australia capture the potential [for base main- nologies the company aims to deploy. from SIA Engineering in 2018. tenance work] in Australia.” Butautis has previously headed MRO Heston is already one of the largest Moves to outsource maintenance companies in Europe and will use this independent maintenance providers overseas during the past 10-15 years experience to plan the facility and its in Australia, focused mainly on line “went a bit overboard,” Butautis be- MRO systems if the project proceeds. maintenance at six facilities around lieves. Now there are not enough do- Ideally, the hangar would be able to the country. Its largest customer is mestic alternatives to sending aircraft accommodate at least four narrowbod- Singapore Airlines, and it also serves offshore. He notes that the cost advan- ies and would also be high enough to several other overseas-based carriers tage offered by Asian MRO companies fit a widebody aircraft, says Butautis. that operate to Australia. is eroding, and the growth of Asian air- The company could start by activating The company sees some prospects for line fleets is making it harder to find one bay and then progressively open “organic growth” in line maintenance, open maintenance slots in the region. others as work develops. with expansion options in Perth and even Because of these factors, “sooner or The aim would be to handle light- Southeast Asia, says Jonas Butautis, later some heavy maintenance [will] heavy maintenance up to some types of Heston’s director and representative return to this country,” says Butautis. C checks. Talks with potential custom- shareholder. However, Heston believes And Heston wants to be one of the com- ers suggest there is healthy market in- the main expansion opportunities are panies taking advantage of such a shift. terest for such services, Butautis says.

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MRO14 INSIDEMRO MARCH 2020 AviationWeek.com/MRO Regional Focus handsets in its fleet. Retrofitting parts in other areas such as light-heavy main- Heston looked at the possibility of step further and establish a component is also a focus, and Rex has pioneered tenance, engine work, components and acquiring an existing hangar for base repair capability within the next 18-24 the replacement of cathode-ray-tube training, Butautis says. He envisages maintenance operations but has not months, Butautis says. It will probably electronic flight displays with more the company evolving to become almost found one that meets its requirements. start with items such as emergency reliable LCD technology. a “total care” solution for smaller air- This means the company is more likely equipment and wheels and brakes. Heston MRO, headquartered in Bris- lines in the South Pacific region. to build its own hangar from scratch, The company also wants to build up bane, is another company looking to Butautis says Heston is in “active Butautis says. component pools for customers. expand its scope with new capabilities discussions” regarding a location for a An advantage of the new-build op- There are challenges to being a small- —including base maintenance. Heston heavy maintenance base. The company tion is that the hangar would be com- er, independent MRO provider, Butautis Aviation acquired what was then Air- is trying to “find the right formula to patible with the advanced MRO tech- admits. “Some people would say [such craft Maintenance Services Australia capture the potential [for base main- nologies the company aims to deploy. businesses] have no right to exist,” he from SIA Engineering in 2018. tenance work] in Australia.” Butautis has previously headed MRO says. But he sees a niche for the smaller Heston is already one of the largest Moves to outsource maintenance companies in Europe and will use this operators, particularly since the major independent maintenance providers overseas during the past 10-15 years experience to plan the facility and its manufacturers “have overstretched in Australia, focused mainly on line “went a bit overboard,” Butautis be- MRO systems if the project proceeds. HESTON MRO themselves” in MRO support and are maintenance at six facilities around lieves. Now there are not enough do- Ideally, the hangar would be able to Heston MRO focuses on line maintenance at six facilities in Australia. increasingly looking to outsource work. the country. Its largest customer is mestic alternatives to sending aircraft accommodate at least four narrowbod- Independent businesses of Heston’s Singapore Airlines, and it also serves offshore. He notes that the cost advan- ies and would also be high enough to However, he also stresses that the nance, and Heston is in the process size are also more adaptable and can several other overseas-based carriers tage offered by Asian MRO companies fit a widebody aircraft, says Butautis. company is not yet committed to estab- of applying for certification to expand focus on the requirements of small that operate to Australia. is eroding, and the growth of Asian air- The company could start by activating lishing the heavy maintenance facility. into on- and off-wing engine services. airline customers, Butautis argues. It The company sees some prospects for line fleets is making it harder to find one bay and then progressively open The hangar would represent “a big risk, As well as meeting demand from airline is harder for such carriers to obtain “organic growth” in line maintenance, open maintenance slots in the region. others as work develops. and [high] fixed cost.” So if the project customers, Heston could handle war- the flexibility they need from a large with expansion options in Perth and even Because of these factors, “sooner or The aim would be to handle light- cannot be done the way Heston envis- ranty support work for engine OEMs. MRO attached to a major airline, he Southeast Asia, says Jonas Butautis, later some heavy maintenance [will] heavy maintenance up to some types of ages, it will not proceed. “We’d really Another potential growth area is says. Given these factors, many small- Heston’s director and representative return to this country,” says Butautis. C checks. Talks with potential custom- like it to happen; but if not, there are component support. Heston has al- er MRO providers like Heston have shareholder. However, Heston believes And Heston wants to be one of the com- ers suggest there is healthy market in- other areas to grow into,” says Butautis. ready entered the component trading found ways to not only exist but pros- the main expansion opportunities are panies taking advantage of such a shift. terest for such services, Butautis says. One such avenue is engine mainte- business, and it wants to take this a per and grow. c

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ing challenge. But government-funded research programs Electrifying are getting underway in Europe and the U.S. that are targeting electric-propulsion technology for these larger aircraft. In January, a consortium of 33 European aviation re - Powerplants search and industry partners launched the Investigation and Maturation of Technologies for Hybrid Electric Propulsion Influx of funding is spurring (Imothep) program to assess its potential for reducing the emissions from commercial aviation and develop a technol- electric engine development ogy road map for its development. With €10.4 million ($11.3 million) in funding from the Euro- Graham Warwick Washington pean Commission under its Horizon 2020 research program, Imothep will perform an in-depth investigation of hybrid- lectric-powered light aircraft are in production, proto- electric technologies, advanced aircraft configurations and type air taxis are flying, and now industry is looking at innovative propulsion architectures that take advantage of Ehow the benefits of electrified aircraft propulsion could synergies between propulsion and airframe. be brought to the commercial aviation market. Led by French aerospace research agency Onera, the pro- Spurred by concerns over carbon emissions from avia- gram brings together European aircraft manufacturers Air- tion, government money is beginning to flow in significant bus and Leonardo; engine companies Safran, GE Avio, MTU, ITP and GKN; as well as aerospace research organizations CIRA (of Italy), DLR, AIT (of Austria), ILOT (of Poland), INCAS (of Romania) and NLR. Universities in France, Germany, Italy, Sweden and the UK are also involved, as is German aviation think tank Bauhaus Luftfahrt and inter- governmental air traffic organization Eurocontrol. In the U.S., the Energy De- partment’s advanced research projects agency, ARPA-E, has announced plans to launch two research programs to develop propulsion technology for all-electric, 150-200-seat narrowbody airliners. The overall objective is the effi- U.S.-based startup Wright Electric is working with EasyJet to define a 180-seat cient conversion of the chemi- turboelectric short-range airliner. cal energy in liquid fuel into electrical energy delivered to WRIGHT ELECTRIC the aircraft’s propulsors. amounts into research to advance the state of the art in With the stated goal of developing enabling technologies electric propulsion. And much of the work is focusing on for Boeing 737-class aircraft with net-zero carbon emis - developing technology for larger aircraft, up to the size of sions, the programs will focus on lightweight, ultra-efficient single-aisle airliners. electric motors, drive electronics and thermal management Current limitations on the energy density of batteries and systems as well as systems to convert carbon-neutral liquid the power density of motors and electronics have restricted fuels to electric power for propulsion. the use of electric propulsion to lightweight, short-range The agency expects to make $35 million in funding avail- two- and four-seat aircraft and the emerging category of able for the Ascend program (for Aviation-class Synergisti- electric vertical-takeoff-and-landing (eVTOL) air taxis. But cally Cooled Electric Motors with Integrated Drives). An- already academia and industry, including several startups, other $20 million is earmarked for the companion Reeach are looking beyond these limits at the near-term develop- program (Range Extenders for Electric Aviation with Low ment of commuter and regional aircraft with 9-19 seats and Carbon and High Efficiency). Expected to run for up to 48 all-electric or hybrid-electric propulsion. months, both efforts are planned to begin in November. Electrifying the propulsion of the larger regional and com- The programs are aimed at developing technologies for a mercial aircraft that generate the bulk of aviation’s carbon propulsion architecture comprising an energy storage and emissions, those with 70 or more seats and ranges measured power generation subsystem and an all-electric powertrain. in thousands of miles and not hundreds, is a far more daunt- Ascend is focused on the powertrain and Reeach on energy

MRO16 INSIDEMRO MARCH 2020 AviationWeek.com/MRO Technology ing challenge. But government-funded research programs storage and power generation. A fault-resistant kilovolt dis- Flyway project, Norway and Sweden are creating a test area Electrifying are getting underway in Europe and the U.S. that are target- tribution system is envisioned for transmitting power from providing an environment for testing electric aircraft as well ing electric-propulsion technology for these larger aircraft. the generation system to the motors driving the fans or as small and medium-size unmanned aircraft. In January, a consortium of 33 European aviation re - propellers, but the electric bus and propulsors are outside The test area provides hangar space, a large amount of Powerplants search and industry partners launched the Investigation and of ARPA-E’s programs. little-used airspace, cross-border flying between Ale Os- Maturation of Technologies for Hybrid Electric Propulsion Ascend and Reeach would complement research into tersund Airport in Sweden and Roros Airport in Norway, Influx of funding is spurring (Imothep) program to assess its potential for reducing the electrified aircraft propulsion for commercial aircraft al- and point-to-point routes—Sweden’s Harjedalen Sveg and emissions from commercial aviation and develop a technol- ready underway at NASA. Under the Hybrid Gas-Electric Ornskoldsvik Airports are also part of the project. As a electric engine development ogy road map for its development. Propulsion (HGEP) project, the agency has funded develop- first step toward enabling all 10 of the country’s airports to With €10.4 million ($11.3 million) in funding from the Euro- ment and testing of megawatt-class electric machines and handle electric aircraft, Swedish airport operator Swedavia Graham Warwick Washington pean Commission under its Horizon 2020 research program, power converters by Boeing, GE Aviation, two universities is equipping Ale Ostersund as a test site, with battery charg- Imothep will perform an in-depth investigation of hybrid- and NASA Glenn Research Center. HGEP included maturing infrastructure and the electrical power supply needed. lectric-powered light aircraft are in production, proto- electric technologies, advanced aircraft configurations and ing concepts for hybrid-electric commercial aircraft. NASA There are also several government-supported programs type air taxis are flying, and now industry is looking at innovative propulsion architectures that take advantage of is now planning to launch the Electrified Powertrain Flight underway to electrify existing aircraft as testbeds and po- Ehow the benefits of electrified aircraft propulsion could synergies between propulsion and airframe. Demonstration (EPFD) X-plane program in fiscal 2021. tential commercial ventures. In the UK, Project Fresson be brought to the commercial aviation market. Led by French aerospace research agency Onera, the pro- In fiscal 2019, the agency conducted initial ground tests led by Cranfield Aerospace Solutions will modify the 11-seat Spurred by concerns over carbon emissions from avia- gram brings together European aircraft manufacturers Air- of a megawatt-scale powertrain in the NASA Electric Air- Britten-Norman Islander with hybrid-electric propulsion tion, government money is beginning to flow in significant bus and Leonardo; engine companies Safran, GE Avio, MTU, craft Testbed (NEAT) facility at Plum Brook Station in Ohio. for short-range and island-hopping routes. The UK govern- ITP and GKN; as well as aero- The test used commercial space research organizations off-the-shelf, non-flight- CIRA (of Italy), DLR, AIT (of weight components and Austria), ILOT (of Poland), focused on communica- INCAS (of Romania) and tion and control. This year, NLR. Universities in France, NASA will test powertrain Germany, Italy, Sweden and components at simulated the UK are also involved, as flight altitude in the is German aviation think tank NEAT, looking at effects Bauhaus Luftfahrt and inter- such as corona discharge. governmental air traffic orga- And in 2021, it plans to nization Eurocontrol. test a flight-weight mega- In the U.S., the Energy De- watt-class inverter at partment’s advanced research 30,000 ft. in the NEAT. projects agency, ARPA-E, has Also in 2021, the agen- announced plans to launch cy plans to complete the two research programs to de- critical design review on velop propulsion technology a project to demonstrate for all-electric, 150-200-seat large-scale power extrac- narrowbody airliners. The tion from both the high- overall objective is the effi- and low-pressure spools U.S.-based startup Wright Electric is Germany’s DLR and Bauhaus Luftfahrt working with EasyJet to define a 180-seat cient conversion of the chemi- of a turbofan. Power is have studied an all-electric 19-seater turboelectric short-range airliner. cal energy in liquid fuel into extracted from only the based on the Jetstream 31. electrical energy delivered to low-pressure shaft of WRIGHT ELECTRIC the aircraft’s propulsors. current engines, but fu- DLR amounts into research to advance the state of the art in With the stated goal of developing enabling technologies ture electrified aircraft will require more power-generation ment is providing half the £18 million ($23 million) cost of electric propulsion. And much of the work is focusing on for Boeing 737-class aircraft with net-zero carbon emis - capacity. In 2016, GE demonstrated dual-spool power extrac- the project. First flight is planned in 2022. developing technology for larger aircraft, up to the size of sions, the programs will focus on lightweight, ultra-efficient tion using an F110 fighter engine, pulling 250 kW from the With support from the Bavarian government, German single-aisle airliners. electric motors, drive electronics and thermal management high-pressure shaft and 750 kW from the low-pressure shaft. aerospace center DLR is to modify a Dornier 228 into an Current limitations on the energy density of batteries and systems as well as systems to convert carbon-neutral liquid Pulling large amounts of power from a turbofan can affect electrified aircraft propulsion demonstrator. The first fully elec- the power density of motors and electronics have restricted fuels to electric power for propulsion. its operability. But integrating a megawatt-scale motor/gen- tric flight is planned for this year and the first hybrid-electric the use of electric propulsion to lightweight, short-range The agency expects to make $35 million in funding avail- erator with the shaft of a gas turbine so that electric power flight for 2021. The regional government of Berlin/Branden- two- and four-seat aircraft and the emerging category of able for the Ascend program (for Aviation-class Synergisti- can be extracted or stored energy inserted could allow the burg plans to fund another electric-propulsion project, using electric vertical-takeoff-and-landing (eVTOL) air taxis. But cally Cooled Electric Motors with Integrated Drives). An- engine to be operated closer to its limits. That could reduce a purpose-designed technology demonstrator, the APUS i-6. already academia and industry, including several startups, other $20 million is earmarked for the companion Reeach design margins, improve efficiency and potentially enable The French government, meanwhile, is supporting a project are looking beyond these limits at the near-term develop- program (Range Extenders for Electric Aviation with Low the use of smaller turbofans burning less fuel. This approach by Airbus, Daher and Safran to convert a TBM900 to dis- ment of commuter and regional aircraft with 9-19 seats and Carbon and High Efficiency). Expected to run for up to 48 minimizes the battery weight required and could be a first tributed hybrid-electric propulsion. all-electric or hybrid-electric propulsion. months, both efforts are planned to begin in November. step in hybridizing propulsion for single-aisle airliners. With the continued high level of interest in electrified Electrifying the propulsion of the larger regional and com- The programs are aimed at developing technologies for a NASA Glenn’s NEAT is the first electric-propulsion test aircraft propulsion as a way to reduce aviation emissions mercial aircraft that generate the bulk of aviation’s carbon propulsion architecture comprising an energy storage and facility of its kind, but other organizations are looking at the despite the many challenges to scaling up the technology, emissions, those with 70 or more seats and ranges measured power generation subsystem and an all-electric powertrain. infrastructure that will be required to develop, test, certify the growing amount of government support is likely to in thousands of miles and not hundreds, is a far more daunt- Ascend is focused on the powertrain and Reeach on energy and operate electric aircraft. Under the EU-funded Green propel progress. c

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turers have in making these vehicles airworthy. Antonio Campello, president and CEO of EmbraerX, echoes this sentiment. M “In our point of view, everybody is very welcome, because the more com- Aircrat OMs look to verticalie their hol on the panies we have on board, the sooner and more robust the ecosystem will be; and AM market as automakers increase competition it’s good for everybody,” says Campello. “[However], the most important point is that certifi cation of an aircraft is a huge barrier for everyone, including to hen Hyundai o cially threw ture market segment it wants to pen- the incumbent OEMs. So, yes—the car its hat into the urban air etrate . But will this competition prove industry can help a lot, but I don’t see mobility (UAM) ring this to be a drawback or an opportunity for them doing it by themselves and getting year with the debut of its S-A1 elec- aircraft OEMs trying to conquer the the results in the short term that we tric vertical-takeoff-and-landing burgeoning segment? [EmbraerX] have to make it happen.” (eVTOL) concept in January at CES, According to Robin Lineberger, glob- Brian Schettler, senior managing di- the big consumer technology event in al aerospace and defense leader at De- rector of Boeing HorizonX Ventures, Las Vegas, the automaker’s head of loitte, traditional automotive companies says he sees a lot of value in partner- urban air mobility, Jaiwon Shin, as- do have some advantages over aircraft ships between automotive and aero- serted that the company’s automotive OEMs, particularly when it comes to space in the UAM sector. “It’s defi- experience would give it a signifi cant building to scale and enabling autono- nitely di erent from typical aerospace advantage in achieving a ordability my. “Many of them have already shifted from a volume perspective, and there for UAM vehicles. to understanding, organically, autono- will of course be di erent cost expec- Hyundai is not the only automaker my,” he explains, pointing to the ex- tations to make the business models betting that its experience producing ample of Tesla vehicles, which already feasible,” he says. “That said, bringing large fl eets will give it a leg up in the feature basic components of eVTOL a relentless focus from the aerospace crowded UAM arena. Porsche part- such as electric motors, battery tech- side on safety, redundancy and secu- nered with Boeing late last year to nology and early-stage sense-and- rity will be critical.” explore the UAM market, and Toyota avoid autonomy. “On the air vehicle, During a panel at CES on whether recently invested nearly $400 million many of those things are very synony- aerospace or ground vehicle manufac- in startup eVTOL-developer Joby mous [with] or parallel to the experi- turers have the advantage in building Aviation, with plans to provide manu- ence they have on the ground ,” he says. autonomous fleets, Scott Drennan, facturing and cost-control expertise. What automakers lack, says Line- Bell’s vice president for innovation, These developments signal that the berger, is the experience and partner- indicated that customer demand will automotive industry sees UAM as a fu- ships traditional aircraft manufac- drive the market for production scale

Hyundai’s S-A1 eVTOL concept made its debut at CES 2020.

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MRO1 INSIDEMRO MARCH 2020 AviationWeek.com/MRO Technology APRIL 28-30, 2020 • DALLAS, TX turers have in making these vehicles airworthy. Antonio Campello, president and CEO of EmbraerX, echoes this sentiment. M “In our point of view, everybody is very welcome, because the more com- Aircrat OMs look to verticalie their hol on the panies we have on board, the sooner and THE MAIN more robust the ecosystem will be; and AM market as automakers increase competition it’s good for everybody,” says Campello. “[However], the most important point is that certifi cation of an aircraft is a huge barrier for everyone, including to hen Hyundai o cially threw ture market segment it wants to pen- the incumbent OEMs. So, yes—the car MRO EVENT its hat into the urban air etrate . But will this competition prove industry can help a lot, but I don’t see mobility (UAM) ring this to be a drawback or an opportunity for them doing it by themselves and getting year with the debut of its S-A1 elec- aircraft OEMs trying to conquer the the results in the short term that we 25 YEARS OF BRINGING THE MRO COMMUNITY TOGETHER! tric vertical-takeoff-and-landing burgeoning segment? [EmbraerX] have to make it happen.” (eVTOL) concept in January at CES, According to Robin Lineberger, glob- Brian Schettler, senior managing di- the big consumer technology event in al aerospace and defense leader at De- rector of Boeing HorizonX Ventures, Las Vegas, the automaker’s head of loitte, traditional automotive companies says he sees a lot of value in partner- urban air mobility, Jaiwon Shin, as- do have some advantages over aircraft ships between automotive and aero- serted that the company’s automotive OEMs, particularly when it comes to space in the UAM sector. “It’s defi- experience would give it a signifi cant building to scale and enabling autono- nitely di erent from typical aerospace advantage in achieving a ordability my. “Many of them have already shifted from a volume perspective, and there for UAM vehicles. to understanding, organically, autono- will of course be di erent cost expec- Hyundai is not the only automaker my,” he explains, pointing to the ex- tations to make the business models betting that its experience producing ample of Tesla vehicles, which already feasible,” he says. “That said, bringing large fl eets will give it a leg up in the feature basic components of eVTOL a relentless focus from the aerospace This is THE place to discover, debate and discuss the technology, trends and crowded UAM arena. Porsche part- such as electric motors, battery tech- side on safety, redundancy and secu- nered with Boeing late last year to nology and early-stage sense-and- rity will be critical.” insights shaping the present and future of aviation maintenance. explore the UAM market, and Toyota avoid autonomy. “On the air vehicle, During a panel at CES on whether recently invested nearly $400 million many of those things are very synony- aerospace or ground vehicle manufac- in startup eVTOL-developer Joby mous [with] or parallel to the experi- turers have the advantage in building One-on-One with Keynote Speakers New in 2020 Aviation, with plans to provide manu- ence they have on the ground ,” he says. autonomous fleets, Scott Drennan, facturing and cost-control expertise. What automakers lack, says Line- Bell’s vice president for innovation, Oscar Munoz Doug Parker John Holmes Next Up These developments signal that the berger, is the experience and partner- indicated that customer demand will How the new generation automotive industry sees UAM as a fu- ships traditional aircraft manufac- drive the market for production scale workforce is changing the way we do business MRO Go Live Theater Hyundai’s S-A1 eVTOL concept in Exhibition made its debut at CES 2020. Industry experts take on MRO hot topics in Tech Talks! Live, interactive CEO, CEO, President & CEO, presentations on United Airlines American Airlines AAR Blockchain, Artifi cial Intelligence, Machine Learning, Augmented State of the Airline Presentation: Reality, Cyber Security, 3D printing and more!

Download the brochure for an interactive look at MRO Americas. Scan the QR Code or visit us online. Register, Learn More! mroamericas.aviationweek.com #MROAM | LINDS ERRERDS

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distributed power. If aircraft OEMs increase scale for eVTOL, the entire supply base will have to “think about how they move into manufacturing and componentry at a scale that they hadn’t done before,” he says. “They have to start thinking about how they [will] produce the classic equivalents of their old products in the new environment at rates that they haven’t been challenged to do before.”

DIGITAL BACKBONE One way in which aircraft OEMs are evolving within the UAM market to stay competitive, says Lineberger, is “verticalizing” their offerings. In- stead of just building the vehicles themselves, Lineberger says OEMs are “getting another bite of the value chain” by moving into in areas such as sustainment, operations and fleet management. Clearly looking to corner more of this market is Bell, which introduced its AerOS operating system alongside its Nexus 4EX eVTOL concept at CES. “One of the positions Bell took was that infrastructure is so important that we need to do more than just have conversations about it today,” explains Holvey. “As we look at the UAM environment, there’s a lot of conversation around the vehicle; there’s some conversation about charging infrastructure; there’s some conversation about vertiports. But what seems to be lack- ing is a conversation around the digital backbone that’s going to connect all of BELL this together—because we’re going to Bell believes its AerOS will serve as the digital backbone for UAM fleet data. have to operate and optimize in ways we never had to before.” of eVTOLs but said he expects the Matt Holvey, manager of intelligent Holvey views AerOS as the “connec- number to fall somewhere between tra- systems at Bell, says the challenges of tive tissue” between UAM elements ditional rotorcraft scale and the larger UAM will require unique industry per- such as air traffic management and scales the automotive industry is antici- spectives outside of aerospace’s comfort MRO, integrating with traffic manage- pating. He argues that this is an area zone. “Obviously, aerospace manufac- ment and providing data about fleet us- where aerospace/automotive partner- turers know aerospace manufactur- age for better predictive maintenance. ships can be beneficial, and that aero- ing, specifically around the tolerances He argues that predictive maintenance space OEMs may need to change their required and how to handle aerospace- will be a key factor in bringing down manufacturing techniques to keep up. grade composites, but the automotive operating costs for UAM vehicles, Hyundai declined to comment industry brings to the table high-rate particularly when there is demand for about the specific production volume production, so there’s definitely some- high-volume manufacturing. it is targeting for the S-A1, but during thing to be learned there.” “The standard of schedule-based the CES panel, Uber Elevate—with Lineberger also points out that this maintenance that exists today is a which Hyundai is partnering—indi- will affect the entire supply chain for very conservative approach, and we cated it sees the opportunity for the eVTOL—and potentially increase believe that with proper data and production of eVTOL aircraft to ex- competition between aerospace and data collection all the way from fleet ceed the number of traditional rotor- automotive OEMs for the same re - usage and component-tracking, we craft by a factor of 20. sources for batteries and electric could probably come up with more

MRO20 INSIDEMRO MARCH 2020 AviationWeek.com/MRO BELL Technology distributed power. If aircraft OEMs optimized ways of identifying compo- that we are using for Uber, the more the Chaparral’s ability to both fly and increase scale for eVTOL, the entire nents that need to be replaced sooner demand you have, the more drivers load/unload cargo autonomously will supply base will have to “think about or components that need to have lon- you need. The more drivers you have, be fundamental to the demands of how they move into manufacturing ger life,” says Holvey. He adds that al- the sooner they come to pick you up.” high-throughput logistics. and componentry at a scale that they though on “Day 1, out of the gate” the Campello suggests that in addi- hadn’t done before,” he says. “They maintenance model for Bell’s eVTOL CARGO AND PERSONAL UAM tion to cargo transport, EmbraerX’s have to start thinking about how they vehicles will probably entail “the same Another area where OEMs including eVTOL could eventually be used for [will] produce the classic equivalents schedule-based maintenance that we EmbraerX, Bell and Boeing are broad- missions such as air rescue. And while of their old products in the new en- know and love,” AerOS will set the ening their reach within the UAM mar- the air taxi model seems to be the most vironment at rates that they haven’t company on a path toward more pre- ket is the unmanned air cargo seg - popular within UAM right now, Line- been challenged to do before.” dictive-based MRO. ment. Boeing unveiled an eVTOL cargo berger says the personal eVTOL mar- EmbraerX’s Campello believes the air vehicle prototype in 2018 capable of ket is “wide open” and that a deriva- DIGITAL BACKBONE company’s Beacon digital maintenance 500-lb. cargo delivery, and Schettler tive of a flying taxi could potentially One way in which aircraft OEMs are platform—which it describes as similar says Boeing HorizonX is investing in fly alongside it or even disrupt the evolving within the UAM market to to “Uber for [aircraft on ground]”— early-stage companies with technology market. For instance, at CES, exhib- stay competitive, says Lineberger, could be particularly useful for con- to make it “incredibly capable,” such as iting within the same hall as Bell and is “verticalizing” their offerings. In- necting local mechanics with mainte- connectivity, batteries and autonomy. Hyundai, was Pegasus International, stead of just building the vehicles nance work needed on eVTOLs. The Bell recently partnered with Japan Air- which introduced its vertical-takeoff- themselves, Lineberger says OEMs platform locates mechanics, parts and lines and Sumitomo Corp. on launching and-landing Flying Car concept that are “getting another bite of the value tools during aircraft-on-ground situa- UAM services in Japan using its APT it says “could fly right to your garage.” chain” by moving into in areas such tions away from an operator’s mainte- (autonomous pod transport) delivery The gas-powered vehicle switches be- as sustainment, operations and fleet nance base and enables operators to drone and Nexus eVTOL. EmbraerX tween driving and flying modes with management. Clearly looking to cor- follow along and keep track of the announced a collaboration with Elroy the touch of a button, which automati- ner more of this market is Bell, which maintenance process. Air at CES to expedite entry into ser- cally folds the rotor blades for parking. introduced its AerOS operating sys- “We shortened what today is a very vice of Elroy’s Chaparral autonomous Although Lineberger thinks it is un- tem alongside its Nexus 4EX eVTOL difficult process to find mechanics logistics aircraft. likely that most people will fly vehicles concept at CES. and bring them to work. There are Campello sees the massive growth like this from their backyards to the of- “One of the positions Bell took was many features that expedite return to of e-commerce creating high demand fice, for reasons similar to why private that infrastructure is so important service, and there is no need to have for UAM cargo solutions. “The more helicopter owners do not fly them for that we need to do more than just have a physical place,” says Campello, re- you grow the number of items that their daily commute—such as air traf- conversations about it today,” explains ferring to the popular premise within have to be supported, the more you’re fic management and parking—there is Holvey. “As we look at the UAM envi- UAM of maintenance centers need- going to have to have a way of trans- still potential for the personal-use mar- ronment, there’s a lot of conversation ing to be built at dedicated vertiports. portation that is quick, mainly to trans- ket to be viable. “If you go to a tradi- around the vehicle; there’s some con- “The mechanic can live in his house port perishable items and so on, that tional small airport and you go out to versation about charging infrastruc- close to a skyport or airport; he will be could have a very acceptable trans- your eVTOL aircraft and you can fly ture; there’s some conversation about found, and he can accept or not to take portation price and that optimizes the it, I suspect there will be communities vertiports. But what seems to be lack- the job. If you compare with the cars volume,” says Campello. He adds that that develop around it,” he says. c ing is a conversation around the digital backbone that’s going to connect all of BELL this together—because we’re going to Elroy Air’s Chaparral system can autonomously deliver up to 500 lb. of cargo over distances up to 300 mi. Bell believes its AerOS will serve as the digital backbone for UAM fleet data. have to operate and optimize in ways we never had to before.” of eVTOLs but said he expects the Matt Holvey, manager of intelligent Holvey views AerOS as the “connec- number to fall somewhere between tra- systems at Bell, says the challenges of tive tissue” between UAM elements ditional rotorcraft scale and the larger UAM will require unique industry per- such as air traffic management and scales the automotive industry is antici- spectives outside of aerospace’s comfort MRO, integrating with traffic manage- pating. He argues that this is an area zone. “Obviously, aerospace manufac- ment and providing data about fleet us- where aerospace/automotive partner- turers know aerospace manufactur- age for better predictive maintenance. ships can be beneficial, and that aero- ing, specifically around the tolerances He argues that predictive maintenance space OEMs may need to change their required and how to handle aerospace- will be a key factor in bringing down manufacturing techniques to keep up. grade composites, but the automotive operating costs for UAM vehicles, Hyundai declined to comment industry brings to the table high-rate particularly when there is demand for about the specific production volume production, so there’s definitely some- high-volume manufacturing. it is targeting for the S-A1, but during thing to be learned there.” “The standard of schedule-based the CES panel, Uber Elevate—with Lineberger also points out that this maintenance that exists today is a which Hyundai is partnering—indi- will affect the entire supply chain for very conservative approach, and we cated it sees the opportunity for the eVTOL—and potentially increase believe that with proper data and production of eVTOL aircraft to ex- competition between aerospace and data collection all the way from fleet ceed the number of traditional rotor- automotive OEMs for the same re - usage and component-tracking, we craft by a factor of 20. sources for batteries and electric could probably come up with more ELROY AIR

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and seamlessly integrated to enhance Workflow Scheduling planning and scheduling, says Schact- ner. “We provide dedicated capabilities to schedule critical resources—which Software Emerges could be human resources, machines, tools and events. Due to the integrated Different options will make the art of maintenance nature, constraints such as skills of hu- scheduling more fluid and accurate man labor and machine availability can be easily considered,” he says. Paul Seidenman and David J. Spanovich San Francisco In general, the MRO industry is looking for more automation in the sched- s MRO workloads increase, tools that are easy to use, and the abil- uling and assignment of resources for project scheduling, from induc- ity to eliminate duplicate tasks and proposed or planned maintenance A tion to invoicing, becomes more manage a portfolio of projects,” he says. events. “At the earliest stages of plan- complex. Software has automated “Interactive, collaborative and in- ning a maintenance input, the provider workflow management by replacing tegrated” resource planning is also wants to see proposed hangar slots magnet waterfall boards and Excel critical for effective and efficient and manpower availability against the sheets, but today that is no longer maintenance execution, adds Johann workload,” says Chris Clements, sales enough. Instead, software designed to Schactner, SAP’s industry solution representative for Swiss Aviation Soft- maximize workflow efficiencies must manager in the travel and transporta- ware (Swiss-AS). “This may not be just function as an integrated component tion industry business unit. hangar-based maintenance, but it also of a total enterprise resource-planning Supervisors and planners often al- needs to include the workshops in case there are any components that require [outsourced] processing.” Clements says another emerging trend for scheduling software is to incorporate the ability to determine what portions of the manufacturing or repair process should be sequenced or prioritized, along with planning for the infrastructure or supplies needed. While there are still more requirements being identified, “once the initial requirements for the workscope have been defined, the next steps should be proposed and scheduled, and all associated resources and parts should then be identified and planned as part of that process,” Clements

WINAIR says. He adds that this particular scenario is being addressed by Swiss-AS WinAir’s aviation MRO scheduling and inventory control software is designed by upgrading its AMOS Component to integrate with existing systems, such as accounting and flight operations, so Maintenance modules. AMOS is the customers can continue using those systems and leverage data within them. vendor’s widely used maintenance (ERP) system, which is now likely to locate resources using virtual tools. management system. be cloud-hosted. “This capability is provided by a multi- Chris Lawn, marketing specialist for Because today’s MRO industry in- resource scheduling tool to aid users global aviation management software corporates more predictive mainte- when making scheduling decisions, producer WinAir, reports that WinAir nance operations, “a more dynamic visualize the planning situation, visual- Version 7, the company’s aviation scheduling capability is therefore need- ize the usage of resources, and perform maintenance scheduling and inventory ed that optimizes across manpower, manual, automated and optimized work control software product, is designed tools, facilities, capabilities, finance and assignments,” Schactner explains. to integrate with other systems, such materials—with a significant degree of SAP’s MRO tools offer core planning as accounting and flight operations. granularity,” says Torsten Welte, SAP’s and scheduling capabilities as part of “While many maintenance software global vice president and head of the a total enterprise management pack- systems claim to do everything for ev- industrial business unit for aerospace age, such as the vendor’s Enterprise eryone, rarely does this turn out to be and defense, travel and transportation. Portfolio and Project Management, the case,” Lawn says. “On the other “MROs are looking for a real-time, in- Multi-Resource Scheduling and Inte- hand, software that integrates with tegrated, holistic view of all resources, grated Business Planning. In that way, a customer’s existing systems not along with intelligent decision-support, additional capabilities can be deployed only provides the ability to continue

MRO22 INSIDEMRO MARCH 2020 AviationWeek.com/MRO Technology LTAA scrapped Excel sheets and moving magnets on waterfall and seamlessly integrated to enhance boards for a digital data-driven Workflow Scheduling planning and scheduling, says Schact- system a decade ago. ner. “We provide dedicated capabilities to schedule critical resources—which Software Emerges could be human resources, machines, tools and events. Due to the integrated Different options will make the art of maintenance nature, constraints such as skills of hu- scheduling more fluid and accurate man labor and machine availability can be easily considered,” he says. Paul Seidenman and David J. Spanovich San Francisco In general, the MRO industry is looking for more automation in the sched- s MRO workloads increase, tools that are easy to use, and the abil- uling and assignment of resources for project scheduling, from induc- ity to eliminate duplicate tasks and proposed or planned maintenance A tion to invoicing, becomes more manage a portfolio of projects,” he says. events. “At the earliest stages of plan- complex. Software has automated “Interactive, collaborative and in- ning a maintenance input, the provider workflow management by replacing tegrated” resource planning is also wants to see proposed hangar slots magnet waterfall boards and Excel critical for effective and efficient and manpower availability against the LUFTHANSA TECHNIK sheets, but today that is no longer maintenance execution, adds Johann workload,” says Chris Clements, sales using those systems, but enables the MRO industry for software as a service to do next in order to have an opti- enough. Instead, software designed to Schactner, SAP’s industry solution representative for Swiss Aviation Soft- customer to leverage the data within (SaaS). Doing that, Perrotta says, saves mum production flow,” and customers maximize workflow efficiencies must manager in the travel and transporta- ware (Swiss-AS). “This may not be just them.” These integrations save MRO the MRO the expense of setting up an can view projected delivery dates, he function as an integrated component tion industry business unit. hangar-based maintenance, but it also operations significant time because in-house hosting infrastructure and says. “We need to reflect the whole of a total enterprise resource-planning Supervisors and planners often al- needs to include the workshops in case they automate procedures, eliminate makes it easier to manage data in real value chain, from receiving a customer there are any components that require duplicate data entry and boost overall time. “If you cannot keep up with data order to writing the invoice. All pro- [outsourced] processing.” business efficiencies. management in real time, forecasting cesses that are needed in between are Clements says another emerging Michael Perrotta, a WinAir product goes out the window,” he stresses. integrated in the workflow.” trend for scheduling software is to support specialist, says MRO schedul- One example of an MRO using work To manage the complexity, each per- incorporate the ability to determine ing software should provide the capa- scheduling automation is Lufthansa son working on engines has his or her what portions of the manufacturing or bility to schedule as well as forecast, Technik AERO Alzey (LTAA). Tech- own visualization and workflow screen, repair process should be sequenced or taking into account scheduled and un- nical Director Thomas Hoffmann says based on role and responsibility. prioritized, along with planning for the scheduled work, the parts that will be that in 2010, LTAA scrapped Excel LTAA considers FAST/Pro’s ability infrastructure or supplies needed. required and current inventory levels. sheets and moving magnets on water- to prioritize material needs as critical. While there are still more require- Among WinAir Version 7’s latest fall boards in favor of a digital data- “Having the material needed to build ments being identified, “once the ini- enhancements is “Work Packages,” driven system. “This system offers an engine is a daily challenge, with a tial requirements for the workscope designed to address scheduling and scheduling of single work steps and few missing items sometimes delaying have been defined, the next steps workflow management across multiple much greater visibility of the overall assembly on or near the scheduled due should be proposed and scheduled, MRO locations. “With a Work Package, production status,” he says. date,” says Hoffmann. “A clear visibil- and all associated resources and parts all parts of the project can be bundled For scheduling, LTAA uses a stan- ity of potential late deliveries, optional should then be identified and planned together, focused on where the work dard production software product material usage or internal repair is- as part of that process,” Clements will be done and when scheduled,” he called FAST/Pro from GTT, which is sues is key. For example, we may need

WINAIR says. He adds that this particular sce- explains. “The package also allows connected in real time to LTAA’s SAP- to know when a part is required for a nario is being addressed by Swiss-AS tracking as production moves among ERP system, and an add-on, SAP iMRO. special assembly task, and the system WinAir’s aviation MRO scheduling and inventory control software is designed by upgrading its AMOS Component different MRO facilities, including la- “Adjusted to MRO needs, FAST/ tells us if the delivery date fits, or if we to integrate with existing systems, such as accounting and flight operations, so Maintenance modules. AMOS is the bor allocation and parts stock flows.” Pro is continuously improved by lo - need to look for alternatives.” customers can continue using those systems and leverage data within them. vendor’s widely used maintenance Work Packages, along with Access cal programming staff to meet our Hoffmann admits that without an (ERP) system, which is now likely to locate resources using virtual tools. management system. Groups, says Perrotta, are applicable evolving needs,” he notes. “It also in- automated scheduling system, han- be cloud-hosted. “This capability is provided by a multi- Chris Lawn, marketing specialist for to a multilocation MRO, as well as terfaces with our customer informa- dling more than 100 engines—with Because today’s MRO industry in- resource scheduling tool to aid users global aviation management software to one that outsources some of its tion system, LUCIS. Having FAST/ hundreds of thousands of parts, si - corporates more predictive mainte- when making scheduling decisions, producer WinAir, reports that WinAir work. “If some of the work has to be Pro as a separated platform from our multaneously—would be impossible. nance operations, “a more dynamic visualize the planning situation, visual- Version 7, the company’s aviation outsourced, that facility can be given standardized SAP iMRO ERP system “With Excel sheets and magnet wa- scheduling capability is therefore need- ize the usage of resources, and perform maintenance scheduling and inventory access to whatever data they need to allows us to quickly adjust it to our terfall boards, we had daily status ed that optimizes across manpower, manual, automated and optimized work control software product, is designed accomplish the work. This is a fea- production needs.” meetings requiring a lot of prepara- tools, facilities, capabilities, finance and assignments,” Schactner explains. to integrate with other systems, such ture more customers are asking for, As Hoffmann explains, every engine tion time, with more than 25 foremen materials—with a significant degree of SAP’s MRO tools offer core planning as accounting and flight operations. especially when there are expertise is inducted into the shop using a “net and engineers lasting close to 2 hr. in granularity,” says Torsten Welte, SAP’s and scheduling capabilities as part of “While many maintenance software or lower labor costs at locations out- plan” that reflects the customer’s ap- peak times,” he notes. Now, production global vice president and head of the a total enterprise management pack- systems claim to do everything for ev- of-house.” Work Packages is now in its proved workscope. With this net plan, status is available in real time. “The industrial business unit for aerospace age, such as the vendor’s Enterprise eryone, rarely does this turn out to be first phase of development; the next manpower resources—needed today mechanic just clicks ‘started’ and ‘fin- and defense, travel and transportation. Portfolio and Project Management, the case,” Lawn says. “On the other two phases will be released during the and projected—as well as material ished’ for an assigned work step. No “MROs are looking for a real-time, in- Multi-Resource Scheduling and Inte- hand, software that integrates with second quarter of this year, he says. availability, reflecting actual delivery one has to walk around collecting the tegrated, holistic view of all resources, grated Business Planning. In that way, a customer’s existing systems not WinAir is a cloud-based product, dates from suppliers, are factored in. information and writing it in Excel along with intelligent decision-support, additional capabilities can be deployed only provides the ability to continue largely as a result of preference by the “The software tells the mechanic what sheets,” he says. c

MRO22 INSIDEMRO MARCH 2020 AviationWeek.com/MRO AviationWeek.com/MRO INSIDEMRO MARCH 2020 MRO23 Operations

aftermarket, joint ventures in China Building a China Shop historically have been founded using a common model, with Western com- How Western aftermarket companies are panies seeking access to the huge local market (and sometimes also to cheap navigating cultural differences and exogenous labor) and their Chinese partners look- shocks in their Chinese ventures ing to gain technical expertise and much-needed MRO capacity. Howev- Alex Derber er, recently those dynamics have been rattled, with labor-cost differentials he history of Western aftermarket authorities, lessors or MRO providers. between China and the West eroding ventures in China goes back al- There are dozens of examples of and U.S.-China trade tensions contrib- Tmost as long the country’s first these joint ventures in mainland China, uting to slower economic growth in flag carrier, although most of the growth but some of the most significant in- China. Furthermore, since early 2020 has occurred in the last 20 years. clude: Ameco Beijing; Boeing Shanghai there has been the far bigger impact of Ameco Beijing was established by Aviation Services, a base maintenance the COVID-19 outbreak. Lufthansa Technik (LHT) and Air Chi- and cargo conversion joint venture with na in 1989, a year after Air China split China Eastern; FL ARI Aircraft Main- CORONAVIRUS IMPACT out from former flag carrier CAAC tenance & Engineering, between China As of early March, the COVID-19 virus had killed more than 2,000 people, mostly in mainland China, and infected about 75,000. The resulting slump in travel demand to, from and within China has seen many international air carriers cancel services to the country, while domestic demand has also slumped. This will have a knock-on effect on maintenance demand, says Konstantin Stathopoulos, senior director of corporate sales for northeast Asia at Luft- hansa Technik. “We [Lufthansa Tech- nik Shenzhen, or LTS] surely have felt the impact on our production and are preparing for less demand during the next months, since most airlines in Chi- na have reduced their flight schedules.” Day-to-day operations have also been disrupted. Airbus Tianjin, for ex- MTU Zhuhai plans to build a ample, shut down production for about training center to accommodate two weeks in February, while work at its increasing capacity. maintenance sites was also affected. MTU ZHUHAI “The extended [Chinese] New Year Airlines. At the time, China consti- Aircraft Leasing and FL Technics; GE break until Feb. 9 gave the task force tuted a relatively insignificant part of Aviation Services (Xiamen), with China here in Lufthansa Technik Shenzhen global maintenance demand, but the Eastern; Lufthansa Technik Shenzhen, sufficient time to establish all the country’s meteoric growth since then a component maintenance joint ven- pandemic control mechanisms and to means that it has now the second-larg- ture with Beijing Kailan Aviation Tech- resume operations with almost 90% est domestic passenger market after nology; MTU Maintenance Zuhai, a production capacity effective Feb. 10,” the U.S., as well as a significant share narrowbody engine maintenance facil- says Stathopoulos. of international demand. ity run by MTU and China Southern; MTU Maintenance Zuhai was also Thirty years after LHT blazed a trail, Pratt & Whitney Shanghai Engine affected by the extended New Year many Western OEM and maintenance Center, a joint venture with China holiday, during which “we did our best companies have established some pres- Eastern; and SSAMC, CFM’s engine to serve customer needs,” says Jaap ence in China; the market is just too overhaul joint venture with Air China. Beijer, president and chief executive big to ignore. For technical facilities, this In addition, there are numerous of the engine MRO provider. However, almost always means a joint venture manufacturing partnerships by air- he adds that the facility is back operat- with a Chinese business, often with one frame, engine and component OEMs, ing at full capacity and that he expects of the “big three” state carriers—Air the best known of which is probably the long-term impact to be minimal. China, China Eastern and China South- the Airbus Tianjin final assembly line. “In general, the aviation industry ern—but sometimes also with local Whether in manufacturing or the has proven its long-term robustness in

MRO24 INSIDEMRO MARCH 2020 AviationWeek.com/MRO Operations aftermarket, joint ventures in China the context of former—and even more trade zones, for example, benefit from nies provide training facilities. “Along- Building a China Shop historically have been founded using severe—fatal disease outbreaks in the simplified customs procedures. side our current facility expansion of a common model, with Western com- past,” he says. “Our facility is located in the Zhuhai 50% to a capacity of 450 shop visits, How Western aftermarket companies are panies seeking access to the huge local Others are also keen to downplay the free trade zone and is easily accessible we are also planning to build a train- market (and sometimes also to cheap impact on aftermarket operations. “The within the Pearl River Delta—from Ma- ing center toward the end of the year. navigating cultural differences and exogenous labor) and their Chinese partners look- disruption is not serious and is control- cau, Guangzhou and Hong Kong,” says This will enable us to train even more shocks in their Chinese ventures ing to gain technical expertise and lable,” says Francis Liu, a board mem- Beijer. “Connectivity improved even staff to our specific needs following a much-needed MRO capacity. Howev- ber of Estonia-based Magnetic MRO, further last year, as the bridge between system similar to the dual-education Alex Derber er, recently those dynamics have been which was acquired by Guangzhou Zhuhai and Hong Kong was officially system in Germany,” says Beijer. rattled, with labor-cost differentials Hangxin Aviation Technology in 2018 opened—an MTU truck was even one Liu, however, says: “It is much easi- he history of Western aftermarket authorities, lessors or MRO providers. between China and the West eroding and operates an engine stands facility of the first to make the crossing!” er to find the right mechanic in China ventures in China goes back al- There are dozens of examples of and U.S.-China trade tensions contrib- in China. “A certain level of delay for the Established in 2002, Lufthansa than here in Estonia. That has become Tmost as long the country’s first these joint ventures in mainland China, uting to slower economic growth in return of our materials sent for repair Technik Shenzhen has worked hard the No. 1 restriction for further devel- flag carrier, although most of the growth but some of the most significant in- China. Furthermore, since early 2020 is expected but acceptable,” Liu adds. to streamline its supply chain, gain- oping our business.” has occurred in the last 20 years. clude: Ameco Beijing; Boeing Shanghai there has been the far bigger impact of ing an “Authorized Economic Op - Ameco Beijing was established by Aviation Services, a base maintenance the COVID-19 outbreak. TRADE TENSIONS erator Advanced” certificate and an CULTURAL DIFFERENCES Lufthansa Technik (LHT) and Air Chi- and cargo conversion joint venture with President Donald Trump’s efforts to “Export Benchmarking Enterprise” “The culture here in Estonia tends to na in 1989, a year after Air China split China Eastern; FL ARI Aircraft Main- CORONAVIRUS IMPACT redraw his country’s economic rela- award, which mean that almost none lead to more communication, decision- out from former flag carrier CAAC tenance & Engineering, between China As of early March, the COVID-19 vi- tionship with China has already had of its parts are physically screened by making and efficient work style than in rus had killed more than 2,000 people, an impact on the air cargo market, customs, with checks instead being the state-owned companies in China, mostly in mainland China, and infected and while passenger airlines are far conducted online, “which provide a so I’d notice this as one of the major about 75,000. The resulting slump in more concerned—at least in the short huge advantage in speed,” says Statho- differences,” says Liu at Magnetic travel demand to, from and within China term—by COVID-19, any restrictions poulos. LHT Shenzhen also uses the MRO. “However, such tendencies are has seen many international air carri- on the export of commercial aircraft bonded process for the repair of units quite similar in the small and innova- ers cancel services to the country, while technology or parts from the U.S. to received from overseas. There is no tive Chinese companies.” domestic demand has also slumped. China would have repercussions for import duty for such units and mate- From another perspective, West- This will have a knock-on effect on the aftermarket. As of the beginning rial consumed, if the material was also erners often note the importance of maintenance demand, says Konstantin of March, the Trump administration imported as bonded goods. Guanxi—or relationships—in Chinese Stathopoulos, senior director of corpo- was reportedly considering a ban on corporate culture. Of course, network- rate sales for northeast Asia at Luft- sales of the CFM Leap engine for the LABOR ing and contacts are vital elements of hansa Technik. “We [Lufthansa Tech- Comac C919. High-technology companies like Luft- business in the West, too, but they take nik Shenzhen, or LTS] surely have felt Certain tariffs already are affecting hansa Technik and MTU deny that la- on a special significance in China. “Hav- the impact on our production and are the supply chain, says Stathopoulos. bor costs have had much influence on ing a relationship and fostering this is preparing for less demand during the “In 2019, LTS had a noticeable cost their decision to locate in China, while one of the core values, be it within the next months, since most airlines in Chi- impact due to increased trade duties, also noting that wage differentials with company or making business with oth- na have reduced their flight schedules.” since the vast majority of the parts the West have narrowed. “For skilled ers [in China],” says Stathopoulos. Day-to-day operations have also we use for repair is from abroad. The and qualified workers, the average The Lufthansa executive also high- been disrupted. Airbus Tianjin, for ex- duration and severity of this impact wage has increased at a much higher lights a sense of corporate nationalism MTU Zhuhai plans to build a ample, shut down production for about depends on the outcome of the nego- growth rate than the average in gen- in China that foreigners may be unused training center to accommodate two weeks in February, while work at tiations between China and the USA.” eral,” says Stathopoulos. “Certainly, to. “The Chinese are highly focused its increasing capacity. maintenance sites was also affected. Beijer has a different view: “The the labor-cost advantage for a com- in doing business with other Chinese MTU ZHUHAI “The extended [Chinese] New Year U.S.-China trade tensions have not af- pany still exists in China, especially companies and keeping the business Airlines. At the time, China consti- Aircraft Leasing and FL Technics; GE break until Feb. 9 gave the task force fected MTU’s business in China at all. also taking into account productivity, within the country, whereas in Ger- tuted a relatively insignificant part of Aviation Services (Xiamen), with China here in Lufthansa Technik Shenzhen We also expect no impact in the future, as this is on a high level too.” many we tend to look for the best busi- global maintenance demand, but the Eastern; Lufthansa Technik Shenzhen, sufficient time to establish all the as the aviation industry is crucial to Of more concern to these companies ness partner in general,” he says. “That country’s meteoric growth since then a component maintenance joint ven- pandemic control mechanisms and to both countries, and we doubt that this is the supply of skilled labor, which is describes the strong value of collectiv- means that it has now the second-larg- ture with Beijing Kailan Aviation Tech- resume operations with almost 90% market will be put in danger,” he says. becoming a challenge in their home ism and national pride in driving the est domestic passenger market after nology; MTU Maintenance Zuhai, a production capacity effective Feb. 10,” Liu describes the impact of trade ten- countries and in China. culture in companies in China.” the U.S., as well as a significant share narrowbody engine maintenance facil- says Stathopoulos. sions as “quite insignificant,” although “It has become hard in China to find As for what tips he would give other of international demand. ity run by MTU and China Southern; MTU Maintenance Zuhai was also he does note that “the increased import the right skilled workers,” says Statho- Western MRO providers contemplat- Thirty years after LHT blazed a trail, Pratt & Whitney Shanghai Engine affected by the extended New Year tax rate leads to a higher price for the poulos. “I would not say it is easier or ing expanding in China, Stathopoulos many Western OEM and maintenance Center, a joint venture with China holiday, during which “we did our best imported spares that our parent com- harder, as we face similar challenges recommends they have “a long-term companies have established some pres- Eastern; and SSAMC, CFM’s engine to serve customer needs,” says Jaap pany is using to repair our material.” in both regions. However, the constant plan and a lot of stamina,” adding that ence in China; the market is just too overhaul joint venture with Air China. Beijer, president and chief executive Even without trade disputes, the growth in our industry and the limited quick success is difficult to attain, giv- big to ignore. For technical facilities, this In addition, there are numerous of the engine MRO provider. However, ease of doing business for any after- number of young talents and students en the competitive landscape. almost always means a joint venture manufacturing partnerships by air- he adds that the facility is back operat- market company is determined in part choosing the growing aviation and Liu, meanwhile, says that good with a Chinese business, often with one frame, engine and component OEMs, ing at full capacity and that he expects by how a particular region interacts engineering sector makes it difficult translators are vital to avoid costly of the “big three” state carriers—Air the best known of which is probably the long-term impact to be minimal. with the global supply chain via its ex- to find and also retain a good skillful misunderstandings. He also notes that China, China Eastern and China South- the Airbus Tianjin final assembly line. “In general, the aviation industry port and import regimes. These can workforce.” “having a local partner influences all ern—but sometimes also with local Whether in manufacturing or the has proven its long-term robustness in vary in different parts of China. Free To address this, many big compa- processes from the very beginning.” c

MRO24 INSIDEMRO MARCH 2020 AviationWeek.com/MRO AviationWeek.com/MRO INSIDEMRO MARCH 2020 MRO25 Engineering LED Retrofit With greater reliability and efficiency, LEDs are supplanting conventional lighting

Thierry Dubois Lyon, France

ED lighting is one of the fastest- low and high temperatures, says Dar- evolving technologies in use in ren Cavan, Oxley Group CEO. L aviation. Because LED lighting The maximum temperature in can be adapted almost directly from which LEDs can function is around the world of consumer electronics and 140C (284F). “If you switch it on in a involves a relatively straightforward 70C [158F] environment, you have to approval process from civil aviation ensure you are not going to overheat— authorities, it helps operators keep up the closer you get to 140C, the more with passenger expectations. Trans- you degrade the LED, so a lot of tech- forming the atmosphere of a cabin may nology goes into cooling,” says Georg also boost a carrier’s sales. Hartl, quality and certification admin- Upgrading to LED lighting is virtu- istrator at Aveo Engineering. On the ally an all-around improvement. Not tailcone, near the auxiliary power unit, only is it more reliable and more fuel- the design should factor in the gradient efficient, but it can also make passen- of temperature, fluid spattering and vi- gers feel more comfortable during the bration, says Joel Berkoukchi, head of flight. Such a feature is essential, as electromechanics and cockpit activities the trend toward tightening seat width for Safran Electronics & Defense. some companies such as Germany- and pitch seems never-ending. Are LED manufacturers building based Aveo Engineering, in 2006. Meanwhile, crews may enjoy more products to aerospace specifications? Despite the many advantages to LED dependable cockpit switch indica- Not really. “Consumer electronics is technology, the one drawback is price. tors and landing lights. In the cock- “The cost of switching an existing air- pit, LEDs have been replacing incan- “Lighting is one of the craft installation to LED technology is descent bulbs in switches. Inside the a hurdle to adoption,” Lenz admits. In a cabin, they replace incandescent bulbs most cost-effective passenger service unit, the cost is close and fluorescent tubes. On the aircraft to $10, up from $1.05 for a conventional exterior, LED lighting replaces incan- methods to change the bulb, adds Katja Kroejby, director of descent and halogen bulbs as well as ambiance of a cabin.” business development at Leki Aviation. xenon lamps. The benefits, however, outweigh the The technology has matured signifi- Stephen Scover, costs. Most visible from the passen- cantly in the past two decades. LEDs, vice president and general manager of ger’s point of view is color consistency. Collins’ interior lighting solutions or light-emitting diodes, are solid-state “When aging, the color of a fluorescent semiconductor structures that emit tube alters, possibly changing from a light when energized. Initially, it was driving LED technology—we use a nice clear white to yellow or green,” possible to install lower-power lighting fraction of the LEDs produced,” says Collins’ Scover explains. in the cockpit, for cabin signage and Stephen Scover, vice president and gen- LEDs can also change color when ag- on the aircraft exterior, says Bob Lenz, eral manager of Collins’ interior lighting ing, but that can be controlled. “Design- director of product management for solutions. “As new technology is intro- ers know where color shift takes place lighting at Honeywell Aerospace. Then duced, we keep a close eye on consumer and accommodate the phenomenon in came cargo lights, anti-collision lights electronics. Our expertise is in adapting circuit design,” Scover adds. “Color cor- and complete interior suites. Finally, components to aerospace grade.” rection happens as LED ages, and you the highest-power flood lighting instal- “In business class, we introduced do not see a difference after 12 years.” lations (such as for a carrier’s logo on LED reading lights in the mid-1990s,” Schott has developed its own solu- the tail, wing inspection and landing Armin Plichta, Schott’s head of busi- tion. “Our HelioJet technology avoids and taxiing) became possible. ness development, aviation and auto- heterogeneous aging of LEDs, as they For a designer, the challenge lies in motive, recalls. The first Airbus A380 usually become darker or their color de- the integration with optic and elec- cabin lighting systems, in the mid- viates after 1-3 years,” Plichta says. “We tronic components. The product has 2000s, had a combination of LED strips use four LEDs at the ends of a glass rod, to remain reliable in a harsh environ- and fluorescent tubes. The technology which distributes light into the cabin. ment that could include vibration and has even prompted the formation of Thanks to the built-in sensor, the sys-

MRO26 INSIDEMRO MARCH 2020 AviationWeek.com/MRO Engineering For a cabin interior designer, LED lighting offers unlimited choice in This compares with a fluorescent tube’s color and mood creation. 3,000-5,000 hr. Oxley’s smart health LED Retrofit monitoring can provide an early warning when an LED needs replacement. With greater reliability and efficiency, Exterior lighting is more regulated because of its greater intensity and LEDs are supplanting conventional lighting more advanced optics. And it is typically 2-3 times more expensive than Thierry Dubois Lyon, France conventional lighting. “But unit price is less critical than the maintenance cost, ED lighting is one of the fastest- low and high temperatures, says Dar- as the man-hour cost of removing an evolving technologies in use in ren Cavan, Oxley Group CEO. LED from a landing light is about $40, L aviation. Because LED lighting The maximum temperature in compared to hundreds of dollars for a can be adapted almost directly from which LEDs can function is around conventional bulb,” Aveo’s Hartl says. the world of consumer electronics and 140C (284F). “If you switch it on in a In terms of power consumption, involves a relatively straightforward 70C [158F] environment, you have to LED lighting is 4-6 times more efficient approval process from civil aviation ensure you are not going to overheat— than the latest xenon bulbs, Safran’s authorities, it helps operators keep up the closer you get to 140C, the more Berkoukchi adds. LEDs on aircraft with passenger expectations. Trans- you degrade the LED, so a lot of tech- exteriors can last 20,000 hr.—in stark forming the atmosphere of a cabin may nology goes into cooling,” says Georg contrast to 20-50 hr. for incandescent also boost a carrier’s sales. Hartl, quality and certification admin- bulbs, 100-200 hr. for halogen lamps Upgrading to LED lighting is virtu- istrator at Aveo Engineering. On the and an average 2,000 hr. for xenon ally an all-around improvement. Not tailcone, near the auxiliary power unit, technology, he estimates. only is it more reliable and more fuel- the design should factor in the gradient Operators can expect reasonably efficient, but it can also make passen- of temperature, fluid spattering and vi- priced upgrades for in-service aircraft. gers feel more comfortable during the bration, says Joel Berkoukchi, head of COLLINS AEROSPACE LEDs themselves are costly, but much flight. Such a feature is essential, as electromechanics and cockpit activities of the installation uses a drop-in ap- the trend toward tightening seat width for Safran Electronics & Defense. some companies such as Germany- tem can regulate each individual LED Hamburg-based Jetlite offers “hu- proach. “The power supply, sometimes and pitch seems never-ending. Are LED manufacturers building based Aveo Engineering, in 2006. and thus distribute light homogeneous- man-centric lighting” to fight jet lag. referred to as the LED driver, will be Meanwhile, crews may enjoy more products to aerospace specifications? Despite the many advantages to LED ly and reliably over the full lifetime.” Adjusting light color, temperature and contained within one of the new sys- dependable cockpit switch indica- Not really. “Consumer electronics is technology, the one drawback is price. Over the years, LED lighting has intensity throughout long-haul flights tem components, so no new unit or tors and landing lights. In the cock- “The cost of switching an existing air- opened a field of possibilities for cabin helps passengers adjust their sleep wiring will be required,” Lenz says. pit, LEDs have been replacing incan- “Lighting is one of the craft installation to LED technology is interior designers. LED lighting offers schedule, according to the company. “A complete full-color mood lighting descent bulbs in switches. Inside the a hurdle to adoption,” Lenz admits. In a an unlimited choice in color and mood system—as an old cabin management cabin, they replace incandescent bulbs most cost-effective passenger service unit, the cost is close creation, and the colors are warmer. “For an external use system does not allow more than three and fluorescent tubes. On the aircraft to $10, up from $1.05 for a conventional “As they are smaller than conventional color schemes—involves replacing exterior, LED lighting replaces incan- methods to change the bulb, adds Katja Kroejby, director of bulbs, LEDs enable a better focus,” case, LED lighting is 4-6 it with an independent light control- descent and halogen bulbs as well as ambiance of a cabin.” business development at Leki Aviation. Aveo’s Hartl says. LED lighting pro- times more efficient than ler and some wiring to interconnect,” xenon lamps. The benefits, however, outweigh the vides so much flexibility that seasonal Schott’s Plichta says. “It takes 160 The technology has matured signifi- Stephen Scover, costs. Most visible from the passen- changes can be envisaged. the latest xenon bulbs.” working hours on average for a wide- cantly in the past two decades. LEDs, vice president and general manager of ger’s point of view is color consistency. Light color is critical in the passenger body cabin. If you switch to LED, return Collins’ interior lighting solutions Joel Berkoukchi, or light-emitting diodes, are solid-state “When aging, the color of a fluorescent service unit—choosing the wrong color head of electromechanics and cockpit on investment comes after 1-2 years.” semiconductor structures that emit tube alters, possibly changing from a may cause food to look strange, Leki’s activities for Safran Electronics & Defense As for certification, “to replace a light when energized. Initially, it was driving LED technology—we use a nice clear white to yellow or green,” Kroejby notes. halogen landing light [the most con- possible to install lower-power lighting fraction of the LEDs produced,” says Collins’ Scover explains. “Lighting is one of the most cost-ef- straining case] with an LED one that in the cockpit, for cabin signage and Stephen Scover, vice president and gen- LEDs can also change color when ag- fective methods to change the ambiance Roughly 30-40% of airlines are inter- uses the same interface, [a European on the aircraft exterior, says Bob Lenz, eral manager of Collins’ interior lighting ing, but that can be controlled. “Design- of a cabin,” Scover emphasizes. ested in customized lighting, Collins’ Union Aviation Safety Agency] minor director of product management for solutions. “As new technology is intro- ers know where color shift takes place Not only is installing LED lighting Scover notes. modification approval is needed,” Ox- lighting at Honeywell Aerospace. Then duced, we keep a close eye on consumer and accommodate the phenomenon in cheaper than upgrading seats and mon- A second generation of LEDs is be- ley’s Cavan says. came cargo lights, anti-collision lights electronics. Our expertise is in adapting circuit design,” Scover adds. “Color cor- uments, LEDs do not emit lightwaves ing installed in some aircraft. Thermal What could the future hold for LED and complete interior suites. Finally, components to aerospace grade.” rection happens as LED ages, and you that cause colors to fade. Compared properties have improved over recent lighting technology? “Efficiency is still the highest-power flood lighting instal- “In business class, we introduced do not see a difference after 12 years.” with conventional lighting, they extend years, opening new possibilities. Flex- increasing, by roughly 10% every three lations (such as for a carrier’s logo on LED reading lights in the mid-1990s,” Schott has developed its own solu- the life of carpeting and upholstery. ible accent lighting can thus be added years,” Safran’s Berkoukchi says. Fo- the tail, wing inspection and landing Armin Plichta, Schott’s head of busi- tion. “Our HelioJet technology avoids From the flight attendant’sperspec - to seats and furniture. Efficiency gains cus may become more accurate, with- and taxiing) became possible. ness development, aviation and auto- heterogeneous aging of LEDs, as they tive, various ambiances can be chosen. are spectacular. Depending on the in- out a halo around the target point. For a designer, the challenge lies in motive, recalls. The first Airbus A380 usually become darker or their color de- Different lighting options can alter the stallation, power needs can be cut 66- Ultraviolet LEDs may also help avoid the integration with optic and elec- cabin lighting systems, in the mid- viates after 1-3 years,” Plichta says. “We mood during boarding, at night, for 80%, Lenz says. bird strikes because birds better per- tronic components. The product has 2000s, had a combination of LED strips use four LEDs at the ends of a glass rod, dinner or between flights, when it is In durability, too, the improvement is ceive those wavelengths, Aveo’s Hartl to remain reliable in a harsh environ- and fluorescent tubes. The technology which distributes light into the cabin. important to flood the cabin with light dramatic. “LEDs have a life expectan- suggests. In galleys, some other wave- ment that could include vibration and has even prompted the formation of Thanks to the built-in sensor, the sys- during cleaning operations. cy of 70,000-80,000 hr.,” Scover says. lengths may be used for disinfection. c

MRO26 INSIDEMRO MARCH 2020 AviationWeek.com/MRO AviationWeek.com/MRO INSIDEMRO MARCH 2020 MRO27 Aircraft Analysis

in-service aircraft by the mid-2020s Diminishing Returns and a fleet of 80-90 A380s by 2030. Etihad Airways and Qatar Airways each operate 10 of the aircraft, but MRO providers focus on other aircraft types as the latter has also signaled its inten- A380 numbers dwindle over the next decade tion to remove them from its fleet by switching to Boeing’s 777-9 before its A380s reach 10 years of age. Allan James Pozzi London Bachan, vice president and managing director of aviation MRO operations arly 2019 saw Airbus announce International, said the airline had a at ICF International, believes some of that production of its A380 su- choice to make. “They are at the stage this forecasted heavy check work may Eperjumbo—a beloved but unvi- where they have to make the decision not be done in the Middle East. “We able aircraft program—would cease between refurbishing the aircraft, would expect Emirates to schedule its starting in 2021. With just eight A380s which is a very costly task, or moving retirements before any D checks to delivered last year, the decision to axe on to new aircraft types,” he said. avoid higher costs, as it does its A380 the A380 program little more than a However, despite a decreasing fleet, maintenance in-house,” he says. decade after the first aircraft entered an aftermarket for the superjumbo Given the fleet reductions, other service was sad but inevitable. will remain, with a sizable proportion operators are not anticipating large In the past few years, several rela- of the aircraft yet to reach their first volumes of work. Etihad Airways En- tively young aircraft types have exited D check phase. Aviation Week’s Fleet gineering, which services the Etihad airline fleets. A380 launch customer & MRO Forecast data predicts after- fleet but mostly operates as a third- Singapore Airlines has already re - market spending of $26.1 billion for the party provider with more than 70% of turned some of its aircraft to Ger - aircraft from this year through 2029. its work carried out for other airlines, makes A380 fleet repairs in a joint venture with Airbus at its Abu Dhabi facility. Unlike Emirates and Qatar, the

ETIHAD AIRWAYS carrier has not announced any A380 retirement plans yet, but Abdul Khaliq Saeed, CEO of the maintenance business, believes the A380 aftermarket is strong enough for now, since the company is also repairing the aircraft for other airlines. But the MRO has no plans to add further capacity for work on the aircraft, even though volume is currently tight. The past few years have seen Etihad’s MRO unit add Boeing 787 and A350 repair capabilities as it moves to other aircraft types, and this trend is being replicated at other MROs with A380 repair capabilities. French main- The sizable fleet of A380s in the The A380 has in excess of one million tenance provider Sabena Technics is Middle East will help keep its after- parts, so the components market for it another repair specialist that is turn- market alive during the next decade. will be just short of $3 billion over the ing elsewhere in the widebody market. next decade. Much of the activity in To date, Sabena Technics has car- man investor Dr. Peters, with the first the short-to-medium term will center ried out projects such as modifica- A380s being parted out in 2019 by on the Middle East, a region account- tions work on the A380, but despite Tarmac Aerosave in France. ing for more than half of the global having C check capabilities, it has yet While Singapore plans to retro - A380 fleet in 2020. to perform this service on the super- fit its remaining fleet, other carriers There, Emirates operates the jumbo. CEO Philippe Rochet says that are looking to offload their A380s en- world’s largest A380 fleet of 115 air- it instead foresees collaborating with tirely. Air France plans to phase out craft. The Dubai-based airline is companies like Emirates on airframe the A380 by 2022; its first deactivated among the remaining operators with work at its station in Dubai. “It’s not in aircraft was sent to Ireland’s Eirtech future A380 commitments in place, our core strategy to develop an offer in February, with its fate yet to be de- but has reduced its orders and chosen on the A380. . . . We want to develop termined. Speaking at Aviation Week’s to switch to A350 aircraft. Over the further in the A350 and 787 markets, MRO Middle East, Yann Cambier, a next decade, the retirement plan will as they are the most current widebody senior manager at consultancy ICF begin, with a fleet reduction to 90-100 aircraft in service,” he says. c

MRO28 INSIDEMRO MARCH 2020 AviationWeek.com/MRO Aircraft Analysis in-service aircraft by the mid-2020s Diminishing Returns and a fleet of 80-90 A380s by 2030. Etihad Airways and Qatar Airways each operate 10 of the aircraft, but MRO providers focus on other aircraft types as the latter has also signaled its inten- A380 numbers dwindle over the next decade tion to remove them from its fleet by switching to Boeing’s 777-9 before its A380s reach 10 years of age. Allan James Pozzi London Bachan, vice president and managing director of aviation MRO operations arly 2019 saw Airbus announce International, said the airline had a at ICF International, believes some of that production of its A380 su- choice to make. “They are at the stage this forecasted heavy check work may Eperjumbo—a beloved but unvi- where they have to make the decision not be done in the Middle East. “We Aftermarket Opportunities able aircraft program—would cease between refurbishing the aircraft, would expect Emirates to schedule its starting in 2021. With just eight A380s which is a very costly task, or moving retirements before any D checks to delivered last year, the decision to axe on to new aircraft types,” he said. avoid higher costs, as it does its A380 at Your Fingertips the A380 program little more than a However, despite a decreasing fleet, maintenance in-house,” he says. decade after the first aircraft entered an aftermarket for the superjumbo Given the fleet reductions, other service was sad but inevitable. will remain, with a sizable proportion operators are not anticipating large In the past few years, several rela- of the aircraft yet to reach their first volumes of work. Etihad Airways En- tively young aircraft types have exited D check phase. Aviation Week’s Fleet gineering, which services the Etihad airline fleets. A380 launch customer & MRO Forecast data predicts after- fleet but mostly operates as a third- Singapore Airlines has already re - market spending of $26.1 billion for the party provider with more than 70% of MRO Prospector provides in-depth details and reliable turned some of its aircraft to Ger - aircraft from this year through 2029. its work carried out for other airlines, makes A380 fleet repairs in a joint data that enables subscribers to locate new business venture with Airbus at its Abu Dhabi facility. Unlike Emirates and Qatar, the opportunities ﬁ rst:

ETIHAD AIRWAYS carrier has not announced any A380 retirement plans yet, but Abdul Khaliq Saeed, CEO of the maintenance busi- Insight into airframe, engine and landing gear opportunities ness, believes the A380 aftermarket going out 1, 2 and 3 years is strong enough for now, since the company is also repairing the aircraft for other airlines. But the MRO has no Details on the work being done by global MRO providers plans to add further capacity for work on the aircraft, even though volume is currently tight. A continually growing contracts database The past few years have seen Etihad’s MRO unit add Boeing 787 and A350 repair capabilities as it moves to other aircraft types, and this trend is being replicated at other MROs with A380 repair capabilities. French main- MRO Prospector has a fresh new website The sizable fleet of A380s in the The A380 has in excess of one million tenance provider Sabena Technics is with MORE MRO data and intelligence. Middle East will help keep its after- parts, so the components market for it another repair specialist that is turn- market alive during the next decade. will be just short of $3 billion over the ing elsewhere in the widebody market. next decade. Much of the activity in To date, Sabena Technics has car- man investor Dr. Peters, with the first the short-to-medium term will center ried out projects such as modifica- Visit aviationweek.com/mrop to schedule your demo. A380s being parted out in 2019 by on the Middle East, a region account- tions work on the A380, but despite Tarmac Aerosave in France. ing for more than half of the global having C check capabilities, it has yet While Singapore plans to retro - A380 fleet in 2020. to perform this service on the super- fit its remaining fleet, other carriers There, Emirates operates the jumbo. CEO Philippe Rochet says that are looking to offload their A380s en- world’s largest A380 fleet of 115 air- it instead foresees collaborating with tirely. Air France plans to phase out craft. The Dubai-based airline is companies like Emirates on airframe the A380 by 2022; its first deactivated among the remaining operators with work at its station in Dubai. “It’s not in aircraft was sent to Ireland’s Eirtech future A380 commitments in place, our core strategy to develop an offer in February, with its fate yet to be de- but has reduced its orders and chosen on the A380. . . . We want to develop Call 866.857.0148 (within N. America) termined. Speaking at Aviation Week’s to switch to A350 aircraft. Over the further in the A350 and 787 markets, +1.847.763.9147, or go to MRO Middle East, Yann Cambier, a next decade, the retirement plan will as they are the most current widebody senior manager at consultancy ICF begin, with a fleet reduction to 90-100 aircraft in service,” he says. c pgs.aviationweek.com/MROP

MRO28 INSIDEMRO MARCH 2020 AviationWeek.com/MRO Spotlight on Seating A guide to companies sprucing up aircraft seating through repairs, refreshes and reconfigurations

Lindsay Bjerregaard Chicago

1. Differentiation Through MRO Capabilities 1 A320 or Boeing 767 aircraft. Avianor says it is the only new seat manufacturer in Canada supporting Company: Haeco crew seats for small-volume production such as Specifications: Specializing in seating ranging from special-mission aircraft, including the Viking Air CL- economy to business class on commercial aircraft 415 water bomber. The company sold 50% of its and crew seats for freighters, Haeco is best known business to Drakkar in 2019, which it says will help for its Vector seating platform. It recently launched accelerate its growth strategy. its Vector Y+ passenger seat with Cathay Pacific marketplace.aviationweek.com/company/ Airways, and Haeco says the program’s success has avianor-inc given it credibility to win additional programs at other large airlines. It will be unveiling its newest seating 2 4. Family-Owned Advantage product, Vector Light, at Aircraft Interiors Expo (AIX) later this month, which it says will “make the slimline Company: Ipeco seat obsolete.” Haeco says its MRO capabilities Specifications: Family-owned for 60 years, Ipeco set it apart from competitors since it can also certify says its long-term planning culture sets it apart cabin configuration changes and perform touch labor. from competitors—notably with its long-standing marketplace.aviationweek.com/company/ apprenticeship program, which two of its current haeco-cabin-solutions vice presidents completed. Ipeco’s primary seating focus is crew and executive jet passenger 2. Repair, Overhaul and Refurbishment seats, and it recently supplied pilot, observer and 3 high-comfort attendant seating for the Boeing Company: Dretloh Aircraft Supply 777-9 and executive jet cabin seating for NetJets’ Specifications: Based in Anaheim, California, Bombardier Challenger 350 aircraft. The company Dretloh Aircraft Supply is an FAA-certified repair is expanding its London Southend Airport cam- station that provides aircraft seat repair, overhaul pus, with the construction of a new 125,000-ft.2 and refurbishment ranging from new dress covers manufacturing facility, set to open in 2021. to inflight entertainment (IFE) upgrades. Dretloh marketplace.aviationweek.com/ also provides services for interior reconfiguration company/ipeco and seat plastics, cushions and foam. Through its A&D Foam Products division, Dretloh designs and 5. Commercial Aircraft Expertise builds custom seat cushions and covers for all seat 4 models for passengers and crew. It also provides Company: Acro Aircraft Seating flammability testing and reports, as well as engi- Specifications: Acro Aircraft Seating has certified neering and modification certification. and manufactured more than 150,000 seats since marketplace.aviationweek.com/company/ 2007 and serves more than 45 airlines worldwide. dretloh-aircraft-supply-inc The company focuses on economy and premium- economy seats for commercial aircraft and recently 3. Modifications and Makeovers obtained Part 145 accreditation to perform MRO on and off wing. In 2019, Etihad selected Acro’s Series Company: Avianor 6 economy-class seat for an upgrade program on its Specifications: Canada-based Avianor offers 5 Airbus A320/321 fleet, and Spirit Airlines became full seat refurbishment and modification services, the launch customer for Acro’s new Series 6LC including engineering design and approval of economy-class seat, installed on 40 line-fit and 43 modifications, manufacturing of support compo- retrofit A320 aircraft. The company says it will be nents, IFE installation, and sewing and upholstery. moving into the widebody market with a new prod- The company often performs seating “makeovers,” uct it plans to unveil at AIX later this month. ranging from projects like rebranding former WOW marketplace.aviationweek.com/company/ Airlines seating to modifying Airbus A330 seats for acro-aircraft-seating-ltd

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MRO30 INSIDEMRO MARCH 2020 AviationWeek.com/MRO DISCOVER ANALYZE PLAN Spotlight on Seating FORECAST A guide to companies sprucing up aircraft seating through repairs, refreshes and reconfigurations

Lindsay Bjerregaard Chicago

1. Differentiation Through MRO Capabilities 1 A320 or Boeing 767 aircraft. Avianor says it is the only new seat manufacturer in Canada supporting Company: Haeco crew seats for small-volume production such as Specifications: Specializing in seating ranging from special-mission aircraft, including the Viking Air CL- economy to business class on commercial aircraft 415 water bomber. The company sold 50% of its and crew seats for freighters, Haeco is best known business to Drakkar in 2019, which it says will help for its Vector seating platform. It recently launched accelerate its growth strategy. its Vector Y+ passenger seat with Cathay Pacific marketplace.aviationweek.com/company/ Airways, and Haeco says the program’s success has avianor-inc given it credibility to win additional programs at other large airlines. It will be unveiling its newest seating 2 4. Family-Owned Advantage product, Vector Light, at Aircraft Interiors Expo (AIX) later this month, which it says will “make the slimline Company: Ipeco seat obsolete.” Haeco says its MRO capabilities Specifications: Family-owned for 60 years, Ipeco set it apart from competitors since it can also certify says its long-term planning culture sets it apart Predictive Intelligence cabin configuration changes and perform touch labor. from competitors—notably with its long-standing marketplace.aviationweek.com/company/ apprenticeship program, which two of its current haeco-cabin-solutions vice presidents completed. Ipeco’s primary seating focus is crew and executive jet passenger to Drive Results 2. Repair, Overhaul and Refurbishment seats, and it recently supplied pilot, observer and 3 high-comfort attendant seating for the Boeing Company: Dretloh Aircraft Supply 777-9 and executive jet cabin seating for NetJets’ Specifications: Based in Anaheim, California, Bombardier Challenger 350 aircraft. The company Dretloh Aircraft Supply is an FAA-certified repair is expanding its London Southend Airport cam- station that provides aircraft seat repair, overhaul pus, with the construction of a new 125,000-ft.2 and refurbishment ranging from new dress covers manufacturing facility, set to open in 2021. With Aviation Week Network’s 2020 Fleet & MRO Forecast, to inflight entertainment (IFE) upgrades. Dretloh marketplace.aviationweek.com/ also provides services for interior reconfiguration company/ipeco gain a 10-year outlook to minimize risk and maximize revenue. and seat plastics, cushions and foam. Through its A&D Foam Products division, Dretloh designs and 5. Commercial Aircraft Expertise • Fleets, trends, and projections builds custom seat cushions and covers for all seat 4 models for passengers and crew. It also provides Company: Acro Aircraft Seating • Predictive view of market share flammability testing and reports, as well as engi- Specifications: Acro Aircraft Seating has certified neering and modification certification. and manufactured more than 150,000 seats since • MRO future demand marketplace.aviationweek.com/company/ 2007 and serves more than 45 airlines worldwide. dretloh-aircraft-supply-inc The company focuses on economy and premium- Take your business to the next level. economy seats for commercial aircraft and recently 3. Modifications and Makeovers obtained Part 145 accreditation to perform MRO on and off wing. In 2019, Etihad selected Acro’s Series Company: Avianor 6 economy-class seat for an upgrade program on its For more information, visit Specifications: Canada-based Avianor offers 5 Airbus A320/321 fleet, and Spirit Airlines became full seat refurbishment and modification services, the launch customer for Acro’s new Series 6LC aviationweek.com/forecasts including engineering design and approval of economy-class seat, installed on 40 line-fit and 43 or call 866.857.0148 modifications, manufacturing of support compo- retrofit A320 aircraft. The company says it will be nents, IFE installation, and sewing and upholstery. moving into the widebody market with a new prod- or +1.847.763.9147 The company often performs seating “makeovers,” uct it plans to unveil at AIX later this month. Available for: ranging from projects like rebranding former WOW marketplace.aviationweek.com/company/ Airlines seating to modifying Airbus A330 seats for acro-aircraft-seating-ltd COMMERCIAL MILITARY Go to MROLinks.com for more information. BUSINESS HELICOPTER MRO30 INSIDEMRO MARCH 2020 AviationWeek.com/MRO

6. Sustainable Seating 7. Seating Stock and Support

Company: Mirus Aircraft Seating Company: Aero Cabin Solutions Specifications: Launched in 2015, UK- 6 Specifications: Founded in 2004, Aero based Mirus Aircraft Seating designs and Cabin Solutions specializes in passenger manufactures aircraft seats using best seat refurbishing, remarketing and cabin practices from aerospace, automotive and reconfiguration. Its Part 145 repair shop for Formula 1 racing. In 2019, it delivered its aircraft seat overhaul, repair and modification first line-fit seats to Airbus final assembly has capabilities to provide seat refresh, new for AirAsia Group and delivered its first cushions and dress covers, installation or Boeing 767 retrofit for TUI Group. It also removal of IFE, seat inspection and European launched its Sustainable Aviation Initiative, Union Aviation Safety Agency certification. which will entail putting a percentage of Aero Cabin Solutions also provides all sales revenue into a fund dedicated spare-parts equipment support, to improving the sustainability of aviation 7 with a large on-site stock of interior interiors and reducing C02 emissions. equipment such as passenger Mirus says it is committed to becoming seats and IFE components, for a carbon-neutral company by the end of 24/7 aircraft-on-ground support. this year. marketplace.aviation- marketplace.aviationweek.com/ week.com/company/ company/mirus-aircraft-seating-ltd aero-cabin-solutions

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MRO32 INSIDEMRO MARCH 2020 AviationWeek.com/MRO Viewpoint By PETER WHITE Peter White is the service life-cycle management lead in the aviation and defense sector at Capgemini.

6. Sustainable Seating 7. Seating Stock and Support

Company: Mirus Aircraft Seating Company: Aero Cabin Solutions Improving Reliability Typical areas operators need to Specifications: Launched in 2015, UK- 6 Specifications: Founded in 2004, Aero focus on for an effective reliability based Mirus Aircraft Seating designs and Cabin Solutions specializes in passenger program include: manufactures aircraft seats using best seat refurbishing, remarketing and cabin Programs Identifying and training appropri- practices from aerospace, automotive and reconfiguration. Its Part 145 repair shop for ·ate resources for reliability analyt- Formula 1 racing. In 2019, it delivered its aircraft seat overhaul, repair and modification ics. first line-fit seats to Airbus final assembly has capabilities to provide seat refresh, new The updated AC 120-17B could help MRO Working with your IT depart- for AirAsia Group and delivered its first cushions and dress covers, installation or providers and aircraft operators build capabilities ·ment to ensure you have a single Boeing 767 retrofit for TUI Group. It also removal of IFE, seat inspection and European source of truth from all your main- launched its Sustainable Aviation Initiative, Union Aviation Safety Agency certification. tenance, quality and flight systems which will entail putting a percentage of Aero Cabin Solutions also provides ne year ago, the FAA ously available in the industry. Here to have quality data for root-cause all sales revenue into a fund dedicated spare-parts equipment support, Oreleased a complete and are some highlights: analysis. to improving the sustainability of aviation 7 with a large on-site stock of interior necessary rewrite of Advisory The enhanced description of reli- Setting strategy and investments interiors and reducing C02 emissions. equipment such as passenger ·ability program management with ·to enhance processes and systems Mirus says it is committed to becoming seats and IFE components, for Circular 120-17, Reliability an excellent flow chart tied to the to move to a full electronic data a carbon-neutral company by the end of 24/7 aircraft-on-ground support. Program Methods—Stan- AC chapters, reliability program interchange. this year. marketplace.aviation- dards for Determining Time management and administration. Investing in having IT set up More information on training a secure collaboration hub with marketplace.aviationweek.com/ week.com/company/ Limitations. · company/mirus-aircraft-seating-ltd aero-cabin-solutions ·standards for reliability program your key data partners: OEMs, This guidance document applies resources. MROs and suppliers, and insist on to air carriers conducting opera- A significantly enhanced chapter using the ATA eBusiness Spec 2000 tions under Part 121; · on data collection. EDI standards to further drive Go to MROLinks.com for more information. Part 135, §135.411(a) An entire chapter data quality. (2) or §135.411(b); or This AC does ·on analysis and Working with your maintenance Part 91K operators recommendations, ·operations and engineering centers choosing to maintain a great job of with suggestions to understand how reliability can program aircraft on techniques and best consume and utilize the real- under a Continuous providing the tools. This also time health monitoring data coming Airworthiness Main- key elements of a includes a more off the aircraft to support reliability tenance Program thorough explana- root-cause analysis and mainte- PROVEN. RELIABLE. FAST. (CAMP) and standards robust reliability tion of techniques nance task analysis. for determining time program. and methods for Investing in R&D and collaborat- Choose FMi Chemical for nonmetallic materials that arrive on time and ready to work. limitations. monitoring sched- ·ing with universities, consultancies The last revision of uled maintenance and software providers to identify this document was released in 1978. program performance—typically a leading-edge tools to move the reli- FMi Chemical has the sealants, compounds, This is a necessary rewrite because difficult area for many operators. ability program from reactive to and coatings you need to meet your manu- there have been major changes to Recognition of how reliability prescriptive. That means using AI, facturing, maintenance, or repair schedules. aircraft maintenance program de- ·programs fit into the new safety machine learning, natural language From our proven Thermosil line of heat- velopments since the 1970s as well management system requirements recognition and other technologies. resistant sealants to a broad range of as aircraft technology in general. A for operators. Ensuring you have worked with products from industry-leading brands, significant evolution in structures A good collection of process flows ·finance and leadership to an agreed FMi Chemical is your one-stop source for NEW Thermosil and aircraft computing systems has ·for various aspects of failure-mode definition of the cost of a delay to nonmetallic materials. 3005 RTV forced maintenance program devel- evaluation and determining sched- enable ROI-based maintenance Become an FMi Chemical customer today opment to keep up. Also, there has uled maintenance program task program changes and decisions on and choose innovative products like our new Thermosil 3005 been enormous progress in comput- effectiveness. engineering modifications. primerless, 24-hour cure RTV. Get labor-saving custom packaging technology and analytics in the Although every operator’s If you are an operator with a reli- ing solutions. Work with confidence, knowing FMi’s accredited 40 years since the original circular program is customized to their ability program and haven’t read AC was written. needs, whether FAA-approved with 120-17B yet, spend some time doing laboratory can certify products to OEM specifications. Plus, The original AC was a reliabil- limits on self-directed maintenance so and then review your program to streamline inventory with short lead times ity program written for a Part 121 program changes or a program see where you have opportunities and fast shipping. carrier; this new version is better requiring FAA approval of any to enhance your capabilities. Being written, with more practical advice maintenance program changes, the efficient and effective in monitoring Call us today at (+1) 860-243-3222. on processes, technology and how structure and goals are the same. your fleet at the lowest cost (using a Visit fmichemical.com to learn more. a reliability program fits into the This AC does a great job of provid- continuing analysis and surveillance whole maintenance and engineering ing the key elements of a robust system) will set the great programs operations model than that previ- reliability program. apart from the mediocre. c

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e t Annual M Aericas Conference and ibition takes place on April in allas eas ere it all began in 6 MRO Americas is the largest and most important event for the commercial air transport maintenance, repair and overhaul industry. The conference and exhibition provides the ultimate destination for aviation professionals to gather knowledge, debate the issues, forge new partnerships and cement existing relationships. The 3-day conference agenda features an Airline Keynote by Doug Parker- CEO of American Airlines, an Industry Keynote by John Holmes- President & CEO of AAR, State of the Airline addresses and a co-located Militar Aiation ogistics Maintenance Sposiu that drives the U.S. military to partner with the private sector. The exhibition hall hosts 850+ exhibitors, the o ie eatre and the Aerospace Maintenance Copetition- two live action special features that are open to all attendees. For more information please visit: roaericas.aiationeek.co.

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A CA SC A MAAC A SCS ACS is a global leader in aircraft charters An MRO providing more than just maintenance.

A global leader in providing A certifi ed FAA 145 Repair Station aircraft charter solutions, with locations in Wilmington, OH Air Charter Service arranges (4 Hangar, 315,000 sq. ft. at ILN) more than 23,000 charter and Tampa, FL (2 Hangar, 320,000 fl ights per year and generates sq. ft. at TPA) offering: annual revenue of close to • Heavy & Line Maintenance $700 million. The company’s • Engineering worldwide network of 27 offi ces offers a full range of aircraft, • CRO both passenger and cargo. • Manufacturing • Material Sales • Cargo Conversions by PEMCO Conversions Aftermarket Services • .aircartersericeusa.co Cabin Interiors/InFlight .airborne.co Supply Chain/Logistics • ttpsarketplace.aia Entertainment • Airframes • ttpsarketplace.aiationeek. Consulting Services • tioneek.coproduct Avionics/Instruments • Components coproductroproiding Leasing/Financial Services acsgloballeaderaircraftcarters • Landing Gear/Wheels/Brakes oreustaintenance

ASAC SC A SS C Tomorrow’s Solution Today HYDRAULICS LEADER FOR AEROSPACE AND DEFENSE 24/7 AOG Support Service, Reliability Package, Guarantee TATs Pilot and Co-Pilot Seats, Flight Attendant Seat, Passenger Seat Repairs and Modifi cations Radomes, Inlet Cowls, Fan Cowls, Thrust Arkwin offers repair and overhaul services for its full range of Reverser Actuation Systems, Composite Components OEM designed and supplied products at its certifi ed Repair Repairs Inventory Consignment, Repair-and-Hold Programs. Station. By utilizing the factory for your repairs, you are afforded the latest applicable product confi guration and upgrades in addition to the factory warranty.

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ASSCA SS C. ASCS CA Advanced Material Distribution Astronics PAR 64 Landing Light (PMA)

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AC C. AA SSMS A C PHOENIX MODULAR FACILITIES Fuel Leak Detection & Repair Experts!

Atec, Inc., provides high uality products Aviation Fuel Systems Repair and services for Aerospace and Energy. Our 65 years of is an FAA approved repair experience in design, manufacturing, construction, procurement, station, with over 30 years in the maintenance, and fi eld service offer confi dence and value industry. We are experts in all to our customers worldwide. We provide harsh environment things Fuel Systems. Whether solutions for medium volume reuirements involving engine your need is fuel leak detection, test, aero support euipment, constructed facilities, space fl ight repair, inspection or fuel cell components and energy service products. Celtech Corp., the recertifi cation AFS is a leader in global leader in fabrication of Jet and Turboprop Test Stands, uality, Expertise and Integrity bolsters our reach and capabilities for heavy production. Vital Link, Inc. brings the world’s leading noise suppressor & hush house fi rm to our corporate family. Maintenance, Repair & afsrinc.co .atec.co Overhaul • Airframes • ttpsarketplace.aia Manufacturing & ttpsarketplace.aiationeek.co Components • Military tioneek.coproduct Distributing productpoeniodularfacilities Maintenance fuelleakdetectionrepaireperts

AA S C A SCS M Instruments, Avionics, Accessory Repair & Overhaul Bii, Aero Services by Timken

Aviation Plus, Inc., founded in Bearing Inspection, Inc. (Bii) 196, is an FAA/EASA repair is the Timken team providing station certifi ed in classes I, II, III anti-friction bearing inspection, & IV Instrument repair, Accessory reconditioning, and engineering Class III and Limited Radio. services to air carriers, engine Our overhaul capabilities cover overhaul facilities, ground power commercial, military, helicopter, generation organizations, the commuter & corporate aircraft. aero derivative market, and We offer FREE evaluations and military organizations worldwide. 24 hr. AO

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CAS AEROSACE IC CA AEROSACE, IC. CASP AEROSPACE INC. CAVU Aerospace Inc offers the most efﬁ cient solutions to aircraft disassembly and asset management by CASP Aerospace is an offering our R.A.M.P.(Recycling & Asset Management EM authorized repair Program) and CAVUSmartTags’ programs facility specializing in the repair, overhaul, The .A.M.P.ecycling Asset echange and sales of Management Program and aircraft safety and life CAUSmartTags an effective solution support equipment. to effi ciently manage their end of service aircraft. Providing a solution that liquidates the surplus material and brings you the MST value in the shortest amount of time for our consignors.

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CEE-EE AIATIO COIS AEROSACE Cee-Bee Aviation & Met-L-Chek ADS-B Certiﬁ ed and Ready Now

For more than 75 years, eadlines, acronyms, and information Cee-Bee aviation products overload can make mandates feel have helped commercial daunting, but it doesnt have to stay that airlines, military, aerospace, way. Collins Aerospace has certifi ed and original equipment AS-B ut solutions available today for manufacturers meet the your aircraft. From the Tetron King Air demanding requirements of through the Boeing 747-, weve got the the aviation industry. Met-L-Chek is an approved manufacturer, AS-B ut products you need to meet the mandate now and qualifi cation laboratory, and supplier of liquid penetrant stay on the right path for future airspace modernization. inspection materials.

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CRAE AEROSACE EECTROICS DAICI AEROSACE, C Crane Tire Pressure Indication System Your Solution For Any Problem

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CAS AEROSACE IC CA AEROSACE, IC. DCI INDUSTRIES DONECLE CASP AEROSPACE INC. CAVU Aerospace Inc offers the most efﬁ cient solutions DCI - Industries “The Future Is Bright” Automated drone for aircraft visual inspections to aircraft disassembly and asset management by CASP Aerospace is an offering our R.A.M.P.(Recycling & Asset Management DURACOATINGS “The Future Donecle offers an EM authorized repair Program) and CAVUSmartTags’ programs is Bright” DuraCoatings has a automated aircraft facility specializing in limited rating for Airframe, Landing inspection solution using the repair, overhaul, The .A.M.P.ecycling Asset Gear, and Accessories. Our core a 100% automated echange and sales of Management Program and business is built around our Hard drone combined to aircraft safety and life CAUSmartTags an effective solution Chrome Plating and Thermal image analysis software. support equipment. to effi ciently manage their end of Spray Processing with the ability to handle large components. Supporting applications service aircraft. Providing a solution such as lightning strike that liquidates the surplus material and brings you the MST detection, GVI, placards and paint quality checks, it saves value in the shortest amount of time for our consignors. time, increases safety and improves traceability. www.cavuaerospace.com Maintenance, Repair & Overhaul • duracoatings.com Tools & Equipment • Tools www.donecle.com www.caspaerospace.com httpsmarketplace.aviationweek.comproduct Airframes • Components • Hydraulics/ https://marketplace.avia- • Test Equipment • Hangars https://marketplace.aviationweek. Maintenance, Repair & httpsmarketplace.aviationweek. Aftermarket ramp-and-cavusmarttags-effi cient-disassembly- Pneumatics • Landing Gear/Wheels/ tionweek.com/product/ & Equipment • Ground com/product/automated-drone- Overhaul comproductcasp-aerospace-inc Services and-asset-management-solutions Brakes dci-industries-future-bright Support Equipment aircraft-visual-inspections

CEE-EE AIATIO COIS AEROSACE EASTMAN AVIATION SOLUTIONS HONEYWELL AEROSPACE Cee-Bee Aviation & Met-L-Chek ADS-B Certiﬁ ed and Ready Now Trusted on the ground. Proven in the air. Honeywell Forge

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CRAE AEROSACE EECTROICS DAICI AEROSACE, C ISI ENVIRONMENTAL JETECHNOLOGY SOLUTIONS, INC. Crane Tire Pressure Indication System Your Solution For Any Problem Hazmat Support to Improve Your Bottom Line Aircraft & Helicopter Maintenance Stands

Crane TPIS designed Engineering, iSi understands the JETechnology Solutions, Inc is a by Crane and Trusted by Manufacturing, and aerospace industry’s world-wide fabricator and supplier Airbus to be installed on the Program Management need to reduce overhead of customized aircraft & helicopter highest selling Aircraft, is a under one roof to provide to compete in the global ground support equipment for proven and highly reliable strategic thinking and market. We provide military, commercial and private system now available on solutions to any problem facility hazmat services aviation clients. A20/A0. Crane TPIS you have. e support and regulatory compliance improves safety, tire life, and reduces tire maintenance tasks and the contract manufacture, so our clients can focus Your Vision, Our Excellence, Powerful Synergy. cost. Contact Crane for demonstration and value proposition design, distribution and repair of parts for the commercial on building aircraft and parts. iSi developed these special www.CraneAE.com aviation, space, and defense industry. services and staffing solutions to support the industry. Aftermarket Services www.craneae.com www.davinciaero.com • Training • Consulting iSiEnvironmental.com www.aircraftmaintenancestands.com Manufacturing & Distributing httpsmarketplace.avia- httpsmarketplace.avia- Services • Environmental https://marketplace.aviationweek. https://marketplace.avia- • Components • Maintenance, tionweek.comproduct Consumables/Supplies tionweek.comproduct Services/Green • com/product/hazmat-support- tionweek.com/product/ Repair & Overhaul crane-tire-pressure-indication-system • Parts your-solution-any-problem Engineering and Design improve-your-bottom-line Tools & Equipment aircraft-helicopter-maintenance-stands

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JETT PRO LINE MAINTENANCE LEAR CHEMICAL RESEARCH CORP. SAFE, FAST, RELIABLE, PROFESSIONAL, GUARANTEED! Proven Protection • ACF-50 Anti Corrosion Formula Being a world leader in Aircraft Line Maintenance makes Designed specifically to customer satisfaction an prevent and deactivate enormous priority for us. We corrosion, ACF-50’s “get” that a lot of companies blend of non-flammable, say that, but we’re out to prove non-toxic, polar bonding it by implementing a best-in- inhibitors and moisture- class internal evaluation system displacing additives modeled after ISO:9001. penetrate corrosion cells Maintenance, Repair & Overhaul to actively remove electrolytes. ACF-50’s unique chemistry offers • Cabin Interiors/InFlight 24 months of “active” corrosion protection. Entertainment • Airframes • www.jettprolinemaintenance.com www.learchem.com Avionics/Instruments • Engines/ https://marketplace.aviation- Aerospace Materials • https://marketplace.aviationweek. Engine Systems • Landing Gear/ week.com/product/safe-fast-re- Chemicals • com/product/proven-protection- Wheels/Brakes liable-professional-guaranteed Fuel/Lubricants acf-50-anti-corrosion-formula

LEGACY BUILDING SOLUTIONS MASK-OFF Tension Buildings for Aviation Services Protect the Product

Legacy hangars Since 1950, Mask-Off has combine the design been an industry leader flexibility of rigid steel in the manufacturing of frames with the natural surface protection tapes. light and expedited Our Protex® products are construction of fabric used by the finest OEM’s buildings. Large steel and MRO facilities in frame portals allow commercial, military and hangars over 300 feet corporate aviation around the world. To learn more about our wide, with over 50,000 square feet of clear area. Peak and products, please find us on the web at www.mask-off.com eave height are customizable for tall aircraft.

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MICHELIN MID-CANADA MOD CENTER Michelin Extend the Life of Your Business Aircraft

Michelin has more than 50 years of Global Express, Challenger, experience in the aircraft industry, Citation, King Air and more. serving the global commercial Achieve your operational and regional, general aviation goals with certified, and military markets by providing customized avionics for outstanding products and world cockpit and cabin from class customer service. Major OEMs like Universal original equipment makers such as Avionics, Collins, Honeywell, Boeing and Airbus trust Michelin for Garmin and Gogo. their aviation tire needs.

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JETT PRO LINE MAINTENANCE LEAR CHEMICAL RESEARCH CORP. NEOSOURCE NEPORT AERONAUTICAL SALES SAFE, FAST, RELIABLE, PROFESSIONAL, GUARANTEED! Proven Protection • Neosource Technical Manuals / Engineering Draings ACF-50 Anti Corrosion Formula Being a world leader in Aircraft Aerospace companies ewport Aeronautical Line Maintenance makes Designed specifically to and other precision was established in customer satisfaction an prevent and deactivate industries rely on 190 to provide the enormous priority for us. We corrosion, ACF-50’s eosource, Inc. to meet aerospace community “get” that a lot of companies blend of non-flammable, their critical repair and a timely solution to say that, but we’re out to prove non-toxic, polar bonding CC machining requirements. We provide a quick turn time acquire technical data. Our library includes over 1 million it by implementing a best-in- inhibitors and moisture- for precision-machined components at a competitive cost. engineering drawings and 1 million technical manuals on an class internal evaluation system displacing additives array of military and commercial aircraft. modeled after ISO:9001. penetrate corrosion cells Maintenance, Repair & Overhaul to actively remove electrolytes. ACF-50’s unique chemistry offers • Cabin Interiors/InFlight 24 months of “active” corrosion protection. Entertainment • Airframes • www.jettprolinemaintenance.com www.learchem.com www.newportaero.com Avionics/Instruments • Engines/ https://marketplace.aviation- Aerospace Materials • https://marketplace.aviationweek. www.neosource.net https://marketplace.aviation- Engine Systems • Landing Gear/ week.com/product/safe-fast-re- Chemicals • com/product/proven-protection- Aftermarket Services • https://marketplace.aviation- Technology • Manuals/Repair week.com/product/technical- Wheels/Brakes liable-professional-guaranteed Fuel/Lubricants acf-50-anti-corrosion-formula Consulting Services week.com/product/neosource Documentation/Records manuals-engineering-drawings

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MICHELIN MID-CANADA MOD CENTER PATTONAIR PROFESSIONAL AIRCRAFT ACCESSORIES Michelin Extend the Life of Your Business Aircraft Global Sourcing and Supply Chain Solutions Price and Reliability Matter

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PTC UINTUS TECHNOLOGIES Align Materials ith Maintenance Sheet Metal Forming Shaping the Aerospace Industry Servigistics has developed a unique uintus is the leading offering specifi cally sheet metal forming designed to align supplier to the aerospace aviation maintenance industry with over 150 and materials planning to Flexform systems reduce shop disruptions at major aircraft metal fabrication manufacturers worldwide, caused by parts including Airbus, Boeing, Cessna, and more. Our presses have availability, increase asset helped users save up to 30 on cost and cut lead time by up up-time and minimize part to 50. inventory investment. www.ptc.com/serviceparts uintustechnologies.com https://marketplace.avia- Manufacturing & Distributing • https://marketplace.aviationweek. tionweek.com/product/ Components • Engines/Engine com/product/sheet-metal-forming- Technology • Softare align-materials-maintenance Systems • Parts • Airframes shaping-aerospace-industry

REPAIRTECH INTERNATIONAL INC. RUBB BUILDING SYSTEMS Pneumatic Piece Part Repair Services Rubb Building Systems - We Cover the World!

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EXPLORE OUR DIGITAL SOLUTIONS AT ENGINEWISE.COM of one of the latest Chinese technical assignments for the hypergolic propellants—an area where KB Yuzhnoye has Ukrainians is the idea of propelling a future lunar engine very extensive expertise. The Chinese asked the Ukrainians with a mix of kerosene fuel and liquid oxygen as opposed to to examine a 2-ton engine with a throttling capability of up hypergolic propellants such as hydrazine, traditionally used to 70% from nominal thrust that could be clustered into a on thrust-controlled lunar-landing engines. three-engine propulsion system. Two smaller engines with Liquid oxygen has to be stored at very low temperatures a thrust of 40 and 10 kg (88 and 22 lb.), respectively, which and therefore requires cooling to prevent its loss to evap- could be used for orbital maneuvering and steering the ve- oration in the harsh sunlight on a trip from the Earth to hicle in flight, were also on the Chinese wish list. the Moon. Even more challenging is the development of Based on the broad range of assignments from China, a throttle mechanism capable of varying the thrust of the Ukrainian experts speculate that the Chinese industry engine up to 10 times from its base level, in order to give might be in the initial phase of its development work on the pilots the capability to maneuver their lander up and a human-rated lunar lander. At this juncture, the industry down and hover over the lunar surface during their risky might still be accumulating a broad knowledge base in the final descent. field rather than searching for the suitable propulsion sys- To tackle the Chinese requests, Ukrainian specialists had tem to fit the scale and technical specifications of the yet-to- to rely on the technological heritage of the RD-8 engine, be-approved lunar exploration program. The Chinese might which had provided steering for the second stage of the also be working on a piloted lunar lander behind the scenes Zenit launch vehicle. However, the RD-8 uses a so-called and using the engineering approaches of their Ukrainian closed-cycle design whereby the oxidizer-rich gas from a counterparts as a yardstick to measure their own progress. gas generator is routed into the combustion chamber to The preliminary studies into lunar-lander engines are just increase the thrust and improve the combustion stability. a small part of much wider cooperation between Chinese Unfortunately, the closed-cycle architecture makes the and Ukrainian propulsion specialists, which also includes engine very difficult, if not impossible, to adapt for deep large rocket engines of 300-360 tons in thrust—large enough throttling action because of severe combustion stability and to propel booster stages of space launch vehicles. The coop- vibration problems. eration also includes an abundance of smaller new engines The use of cryogenic engines on lunar landers could be- and the revival of some old designs. Among Chinese clients come attractive in the future with the availability of lunar of KB Yuzhnoye are the China Aerospace Science and Tech- “fueling stations,” equipped for breaking down presumed nology Corp., the prime conglomerate of the nation’s rocket deposits of water ice on the Moon into liquid oxygen and industry and new start-up organizations. hydrogen. Under such a scenario, cryogenic engines burning Overall, Ukrainian specialists are universally surprised a mix of liquid oxygen and hydrogen could theoretically re- by the breadth of the Chinese effort on many fronts of ceive both fuel and oxidizer extracted from lunar resources. rocket development. Peculiarly, the Chinese have requested Ukrainian spe- In turn, for KB Yuzhnoye, cooperation with China be - cialists to study hydrogen- and liquid-methane-burning came a financial lifeline after an all-but-complete break- engines, even though KB Yuzhnoye had never seriously down of economic links between Ukraine and Russia in worked with these propellant components. 2014. The Ukrainian company also has clients in Europe, The Chinese have also asked for Ukrainian assistance India, Saudi Arabia, South Korea, the United Arab Emir- on at least three more rocket engines that burn traditional ates and the U.S. c

AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 37 SPACE

Issues with the sunshield that caused recent delays were cleared following successful deployment in October.

CHRIS GUNN/NASA JWST Observatory Testing be much. But our direction from the administrator down is we are still pressing to March.” Enters Homestretch Development of the JWST, which is a primarily near-infrared (IR) successor to NASA’s Hubble Space Telescope, has been fraught with technical challenges that have pro- > NASA IS CHECKING PRIMARY MIRROR WING gressively delayed the program and raised its cost. Orig- DEPLOYMENT THIS MONTH inally conceived in the late 1990s as the Next-Generation Space Telescope, the projected launch target for what was > NORTHROP GRUMMAN AND NASA ARE OPTIMISTIC later renamed the JWST has moved several times, from the ABOUT CURRENT SCHEDULE late 2000s and 2010s to the current target of March 2021. But despite the findings of a report issued in late January Guy Norris Los Angeles by the U.S. Government Accountability Office (GAO) that concluded a delay of several additional months is possible, ASA says it is still “pressing” toward launching the both the agency and Northrop Grumman say recent prog- James Webb Space Telescope (JWST) on schedule ress makes them optimistic the schedule will hold. Pending Nin late March 2021 as prime contractor Northrop successful completion of ground tests, this should see the Grumman enters an extended final round of environmental JWST shipped from California by year-end via the Panama and deployment tests on the complex spacecraft. Canal to Kourou, French Guiana, where it will be launched Whether the launch of the huge 14,300-lb. observatory on a European Space Agency (ESA) Ariane 5. remains targeted at the allotted time or slides to a few Optimism is partly based on the recent completion of fixes months later will be assessed by NASA in May. The review to address issues with a faulty traveling wave tube amplifier will largely depend on the results of ongoing tests, the next and a command and telemetry processor, which the GAO phase of which is beginning early this month with deploy- report indicated had experienced “errant powering issues ment checks of the side-mounted wings of the 21.3-ft.-dia. during testing.” The devices form part of the JWST commu- primary mirror. nication systems that will enable science data and telemetry “The agency is going to take a quick look at where we are to be sent back to Earth. in the schedule against technical risk, and we will make a Problems were revealed during thermal vacuum tests, decision then if the launch date should change,” says Greg said Scott Willoughby, Northrop Grumman JWST vice Robinson, the JWST program director at NASA headquar- president and program manager. “I’m kind of hard-pressed ters. “Right now, all indications are that if it does, it won’t to think of a first article that doesn’t go through thermal

38 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST SPACE

vacuum with some more issues, so that was good. But we test plan. “You work as hard as you can toward March, and needed to replace that hardware, and that’s exactly what we if things pop up and cause it to move out, then we will adapt did.” The work was completed around mid-February and to that, and we will work it,” says Bill Ochs, NASA JWST included fitting a replacement amplifier and an upgraded project manager. “Our No. 1 priority was always mission engineering version of the command and telemetry proces- success. So when we go to environmental testing, if we see sor. “The units were ready in December, and in February we something funny, we will stop and look at that and make removed the other units, installed the new ones, and now sure we fully understand it, or we will move on. We do not Issues with the sunshield that caused those [failed] units are back at the manufacturers to see want to break anything.” what the root cause was.” Following fold tests of the wings, which comprise the out- recent delays were cleared following NASA says it will shift the launch timing if additional er six sections of the 18-piece segmented mirror, attention successful deployment in October. discoveries occur during what it acknowledges will be a busy will turn to exercising the deployment tower assembly—a 10-ft.-long composite extendable tube. The assembly is one James Webb Space Telescope Time Line of the critical devices that enables the JWST to be packaged within the Ariane’s payload fairing, and it will be used to NAA initiates a easibilit stud or a separate the telescope mirrors and instruments from the omanionsuessor to te ubble ae spacecraft bus and sunshield. The deployment will allow the 1996 elesoe nitial ost estimate is 1 billion sunshield to unfurl and shade the telescope and instruments it laun in 200 from radiant heat and stray light from the Sun and Earth. After the deployment tests, scheduled to take around 2.5 months, the JWST will be subjected to a battery of comprehensive electrical tests. “Part of that is also where we’re Projet is seeral undred million dollars going to let the satellite be commanded by the mission oper- 2000 oer budet and unable to meet a 2008 ations center back at the Space Telescope Science Institute laun taret at Johns Hopkins University in Baltimore,” Ochs says. W later auired b Nortro rumman The JWST will then be inducted into the Northrop 2002 is named rime ontrator Laun taret Grumman environmental test chamber in El Segundo, Cal- beomes 2010 ifornia, for a 1.5-month evaluation of acoustic and vibration loads. Although all the individual telescope and spacecraft elements have already been through these tests, this final 2004 Laun slis to Auust 2011 phase will be “the first time we’re doing this as a complete observatory,” he adds. NAA is Ariane 5 slis laun taret CHRIS GUNN/NASA 2005 The observatory will then return to the clean room for re- to une 2013 stowing of all the major elements and a final electrical check. JWST Observatory Testing be much. But our direction from the administrator down is During this four-month-long phase, the vehicle will again we are still pressing to March.” spend part of the time under the control of the operations Enters Homestretch Development of the JWST, which is a primarily near-in- center in Baltimore. “Then basically we go into a period frared (IR) successor to NASA’s Hubble Space Telescope, 2008 Projet lears its Preliminar esin eie where we’ll be doing all the final closeouts and preparations has been fraught with technical challenges that have pro- for shipping. That’s about a two-month period, but almost > NASA IS CHECKING PRIMARY MIRROR WING gressively delayed the program and raised its cost. Orig- NAA budet issues romt laun sli a month of that is actually scheduled reserve,” Ochs says. DEPLOYMENT THIS MONTH inally conceived in the late 1990s as the Next-Generation 2009 to une 2014 In parallel, the JWST team is conducting contingency Space Telescope, the projected launch target for what was planning and mission rehearsals, of which 13 have been NORTHROP GRUMMAN AND NASA ARE OPTIMISTIC > later renamed the JWST has moved several times, from the Conress imlements 8 billion run to date. A further 17 are planned before launch. In ad- ABOUT CURRENT SCHEDULE late 2000s and 2010s to the current target of March 2021. 2011 deeloment ost a Laun taret dition, preparations are underway for some 800 specific But despite the findings of a report issued in late January moes to tober 2018 tasks that will need to be completed during the 72 days Guy Norris Los Angeles by the U.S. Government Accountability Office (GAO) that that NASA and the international JWST team partners, concluded a delay of several additional months is possible, ESA and the Canadian Space Agency, expect to spend at ASA says it is still “pressing” toward launching the both the agency and Northrop Grumman say recent prog- Kourou before launch. James Webb Space Telescope (JWST) on schedule ress makes them optimistic the schedule will hold. Pending Following launch, the JWST will undergo a complex un- Nin late March 2021 as prime contractor Northrop successful completion of ground tests, this should see the folding process as 178 devices that hold it in place for launch Grumman enters an extended final round of environmental JWST shipped from California by year-end via the Panama 2016 W enters interation and test ase are gradually released. “You start this choreography, which and deployment tests on the complex spacecraft. Canal to Kourou, French Guiana, where it will be launched happens in sequence where the sunshield opens, then the Whether the launch of the huge 14,300-lb. observatory on a European Space Agency (ESA) Ariane 5. mirror wings open, and then the secondary mirror comes NAA delas laun to srin 2019 as te Optimism is partly based on the recent completion of fixes 2017 out,” Willoughby says. The process will take 2.5 weeks as the remains targeted at the allotted time or slides to a few sedule resere dissoles months later will be assessed by NASA in May. The review to address issues with a faulty traveling wave tube amplifier spacecraft coasts to its observation location at the second will largely depend on the results of ongoing tests, the next and a command and telemetry processor, which the GAO Ater an indeendent reie NAA slis Lagrange point, some 940,000 mi. from Earth. phase of which is beginning early this month with deploy- report indicated had experienced “errant powering issues 2018 laun to Ma 2020 The five-layer sunshield will enable the IR telescope to ment checks of the side-mounted wings of the 21.3-ft.-dia. during testing.” The devices form part of the JWST commu- cool to approximately -380F (-229C), making it sensitive to primary mirror. nication systems that will enable science data and telemetry NAA to assess roram in Ma light at 0.6-28.5 micrometers. Reflected by the gold-covered, “The agency is going to take a quick look at where we are to be sent back to Earth. 2020 beryllium-segmented mirror, the faint light of distant gal- Laun date reseduled to Mar 2021 in the schedule against technical risk, and we will make a Problems were revealed during thermal vacuum tests, axies, stars and planetary systems will be analyzed by a decision then if the launch date should change,” says Greg said Scott Willoughby, Northrop Grumman JWST vice suite of instruments including a near-IR camera, near-IR Robinson, the JWST program director at NASA headquar- president and program manager. “I’m kind of hard-pressed Sources: Space Telescope Science Institute, imager/spectrograph, multiobject spectrograph and cryo- ters. “Right now, all indications are that if it does, it won’t to think of a first article that doesn’t go through thermal U. S. Government Accountability Ofﬁce, NASA cooled mid-IR detector. c

38 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 39 ROTOCRAFT

Bristow-Era Merger Is First Step in will be further consolidation. He says the combined company could be in the Offshore Helicopter Consolidation “best position” to capitalize on the opportunities. > COMBINED COMPANY WILL HAVE A FLEET OF 300 HELICOPTERS The companies’ operations only really overlap in the Gulf of Mexico and > BRISTOW-ERA WILL BE FIRST OPERATOR OF AW609 TILTROTOR Brazil. Bristow also has a significant presence internationally, notably in Tony Osborne London what was once its domestic market, the North Sea, with operations out perators in the offshore oil- was really an optimal combination,” of both Norway and the UK. It has and-gas-support business says Chris Bradshaw, who has been el- a presence in Africa and Australia. Ohave not had an easy time over evated from his previous role as CEO Era, meanwhile has international op- the past five years. of Era to become CEO of the combined erations in Latin America and India. Low energy prices put demand in company, to be known as Bristow. Bristow is also contracted to oper- the doldrums, left helicopters idle “On the back of Bristow’s restruc- ate the 22-strong search-and-rescue and pushed three of the best-known turing process emerging from Chap- (SAR) helicopter fleet on behalf of the UK Maritime and Coast- guard Agency. Bradshaw says $35 million of savings have already been identified, including elimi- nating corporate functions and combining bases in the Gulf of Mexico region. The combined company will be able to optimize maintenance programs for the wider fleet, too. It would be the largest operator of the Sikorsky S-92 and Leonardo’s AW189 and AW139 helicopters. Bristow has now eliminated its Airbus H225 fleet. It had stored the fleet for several years after the fatal crash of a CHC-op - erated example in Norway in The combined company will be 2016 prompted oil companies the largest operator of Leonardo to give the aircraft the cold AW139s and AW189s and shoulder. An order for 22 Sikorsky S-92s (pictured). Airbus H175s has also been canceled. MARK BENNETT Further rationalization of operators—Bristow, CHC and Petro- ter 11, the time was right to finally the fleet could follow, suggests Brad- leum Helicopters Inc. (PHI)—into put these two companies together,” shaw, notably including some of Era’s Chapter 11 bankruptcy and have even he tells Aviation Week. older Bell medium machines and prompted other operators to consid- Bristow exited the Chapter 11 pro- Sikorsky S-76s. er leaving the market altogether. cess in November after a restruc- “As the market continues to im - Consolidation was perhaps inev- turing freed up $900 million of debt, prove, we may see different models, itable, but it has been a long time while Era had managed keep its head or more of the newest-generation coming. Bristow, an industry pioneer above water despite the challenging models, coming into the fleet,” says that began regular offshore helicop- marketplace. Bradshaw. Although he does not be- ter operations in the 1960s, is being Bradshaw has long been a propo- lieve there is a need for large orders merged with Era Group in a deal an- nent of consolidation in the industry, of aircraft immediately, he notes the nounced in January. stating in Era’s financial reports last company is now better positioned to Together, the two Houston-based year that the industry was in “dire do that, should it need to. companies will become the largest need” and that even after the numer- Despite lower operating costs as- offshore helicopter support operator, ous bankruptcies that have affected sociated with the new-generation with a fleet of more than 300 rotor- both operators and leasing com- super-medium helicopters such as craft and combined revenues of $1.5 panies, more restructurings would the H175 and AW189, Bradshaw says billion a year. likely follow. there will be a continued need for “Both companies have believed for a “The industry challenges are real,” larger machines such as the S-92, number of years that Bristow and Era says Bradshaw, and he believes there particularly for missions over 200 nm.

40 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST ROTOCRAFT

Bristow-Era Merger Is First Step in will be further consolidation. He says “Eventually, customers are going And the market is beginning to fleet tender expected in 2021-22. the combined company could be in the to want us to replenish our fleet . . . pick up again, with incremental The company will also be the Offshore Helicopter Consolidation “best position” to capitalize on the and in order to do that we’re going to improvements in demand and uti- launch customer for Leonardo’s opportunities. need access to capital, and we believe lization rates, although dramatic AW609 commercial tiltrotor. It ex- > COMBINED COMPANY WILL HAVE A FLEET OF 300 HELICOPTERS The companies’ operations only re- the combined company is better po- improvements are not expected any pects to receive the first aircraft in ally overlap in the Gulf of Mexico and sitioned to do that,” he says. time soon, if at all. “We’re encour - late 2020 or early 2021, subject to > BRISTOW-ERA WILL BE FIRST OPERATOR OF AW609 TILTROTOR Brazil. Bristow also has a significant Leasing, Bradshaw says, will con- aged by the trend, but it is not a sig- FAA certification (see page 42). presence internationally, notably in tinue to be used as a financing option nificant increase,” he notes. “We look forward to being the Tony Osborne London what was once its domestic market, for the combined company’s helicop- The merger has not been designed launch operator of that aircraft,” says the North Sea, with operations out ter fleet, although the proportion of around significant increases in mar- Bradshaw. “We think it has the poten- perators in the offshore oil- was really an optimal combination,” of both Norway and the UK. It has leased aircraft will be small, just 18% ket activity, but instead an expecta- tial to be revolutionary.” and-gas-support business says Chris Bradshaw, who has been el- a presence in Africa and Australia. of the current fleet. tion that any future growth in the The company is already eyeing two Ohave not had an easy time over evated from his previous role as CEO Era, meanwhile has international op- Lease rates had previously been market will be incremental. missions for the aircraft: long-range the past five years. of Era to become CEO of the combined erations in Latin America and India. identified as a significant factor af- “The merits of it [the merger] work aeromedical tasks and the VIP role, Low energy prices put demand in company, to be known as Bristow. Bristow is also contracted to oper- fecting the bottom line of some oper- very well in today’s environment, and both initially in the U.S. “We’re going the doldrums, left helicopters idle “On the back of Bristow’s restruc- ate the 22-strong search-and-rescue ators, particularly when demand for in a future environment that looks to field-test it for both missions,” says and pushed three of the best-known turing process emerging from Chap- (SAR) helicopter fleet on behalf of the helicopters bottomed out. It was more like today, so we don’t need Bradshaw. the UK Maritime and Coast- a situation that also hurt the lessors to see much of an increase to real- “When you think about having an guard Agency. themselves, with Waypoint Leasing ize the benefits of the combination,” [AW609] stationed in lower Manhat- Bradshaw says $35 million ending up in Chapter 11 in late 2018 says Bradshaw. The new company’s tan, you could have a real point-to- of savings have already been before being taken over by Macqua- priorities include completing the ac- point connectivity from Washington identified, including elimi- rie in March 2019. quisition and optimizing the oil and to Boston or to Cape Cod. Similarly, nating corporate functions “We think that with improving gas operations for “better perfor - if you had one in Houston, you would and combining bases in the market conditions and rational be - mance,” says Bradshaw. It will then have very good range to Dallas, Aus- Gulf of Mexico region. The havior among the lessor community look at diversifying its operation, tin and large parts of Louisiana, so combined company will be we can have a sustainable industry particularly seeking opportunities we see those markets as being some able to optimize maintenance structure over the long term,” says for contracted SAR, with plans to bid of the initial test markets for the air- programs for the wider fleet, Bradshaw. for the upcoming UK SAR-helicopter craft.” c too. It would be the largest operator of the Sikorsky S-92 and Leonardo’s AW189 and AW139 helicopters. Bristow has now eliminated its Airbus H225 fleet. It had stored the fleet for several years after the fatal crash of a CHC-op - erated example in Norway in The combined company will be 2016 prompted oil companies the largest operator of Leonardo to give the aircraft the cold AW139s and AW189s and shoulder. An order for 22 CONGRATULATES THE JOINT AFRL-KRATOS UNMANNED XQ-58A TEAM Sikorsky S-92s (pictured). Airbus H175s has also been canceled. For Their Success & The Valkyrie’s Aviation Week Laureate Award MARK BENNETT Further rationalization of operators—Bristow, CHC and Petro- ter 11, the time was right to finally the fleet could follow, suggests Brad- leum Helicopters Inc. (PHI)—into put these two companies together,” shaw, notably including some of Era’s KratosDefense.com Chapter 11 bankruptcy and have even he tells Aviation Week. older Bell medium machines and prompted other operators to consid- Bristow exited the Chapter 11 pro- Sikorsky S-76s. er leaving the market altogether. cess in November after a restruc- “As the market continues to im - Consolidation was perhaps inev- turing freed up $900 million of debt, prove, we may see different models, itable, but it has been a long time while Era had managed keep its head or more of the newest-generation coming. Bristow, an industry pioneer above water despite the challenging models, coming into the fleet,” says that began regular offshore helicop- marketplace. Bradshaw. Although he does not be- ter operations in the 1960s, is being Bradshaw has long been a propo- lieve there is a need for large orders merged with Era Group in a deal an- nent of consolidation in the industry, of aircraft immediately, he notes the nounced in January. stating in Era’s financial reports last company is now better positioned to Together, the two Houston-based year that the industry was in “dire do that, should it need to. companies will become the largest need” and that even after the numer- Despite lower operating costs as- offshore helicopter support operator, ous bankruptcies that have affected sociated with the new-generation with a fleet of more than 300 rotor- both operators and leasing com- super-medium helicopters such as craft and combined revenues of $1.5 panies, more restructurings would the H175 and AW189, Bradshaw says billion a year. likely follow. there will be a continued need for • DEFENSE TECHNOLOGY & INNOVATION “Both companies have believed for a “The industry challenges are real,” larger machines such as the S-92, WINNER number of years that Bristow and Era says Bradshaw, and he believes there particularly for missions over 200 nm.

40 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 41 ROTORCRAFT

Tiltrotor Approaches Final Hurdles Before Commercial Service

> PROTOTYPE AC4 TOOK TO THE AIR ON DEC. 23 > AW609 PRICE TAG IS $20-30 MILLION PER AIRCRAFT

Tony Osborne Los Angeles ould 2020 finally be the year Cutillo told Aviation Week at Heli- Expo gross weight of 17,500 lb. There will the commercial tiltrotor en- in January. “Test after test shows we then be a delta to reach the planned Cters the market? are on the right path. It is a develop- 18,000 lb. The initial confi guration Seventeen years after first flight ment program, and there are chal- for certification will be passenger of the aircraft formerly known as the lenges ahead.” carriage, with the capability of addi- Bell-Agusta BA609, now the AW609, The path to certification is not tional missions such as search and manufacturer Leonardo seems more entirely in the company’s hands, but rescue (SAR) added later. optimistic than ever about the timelines. certifying the fi rst aircraft to com- Other changes to AC4 include the Many of the pieces are now in ply with the FAA’s newly established introduction of a widened main entry place. The fourth prototype, AC4, Powered Lift category means Leonar- door, which at 35 in. (89 cm) should which is fully representative of pro- do is moving hand in glove with the allow stretchers to be loaded onto the duction examples, fl ew at the end of regulator, Cutillo notes. aircraft and able to turn the corner last year, while the fi rst two produc- The program timelines were chal- into the cabin. The door on early- tion aircraft, AC5 and AC6, are now lenged by the FAA shutdown at the be- model Learjet business aircraft is in the early stages of fi nal assembly ginning of 2019, and complex certifi ca- also split that way, with the lower at Leonardo’s facility in Philadelphia, tion programs could still be a¡ ected by section fitted to airstairs while the where AW609 production and train- the fallout from the Boeing 737 MAX upper section will enable the fi tment ing will be focused. debacle. Even Bell is no longer indicat- of a hoist for SAR-equipped aircraft. Furthermore, elements of an ing timelines for the certifi cation of its Plans are also in place for external AW609 training system are also lin- fl y-by-wire Model 525 super-medium. fuel tanks, which will be fi tted snugly ing up: A training syllabus is in the The arrival of AC4 into the fl ight- against rotating nacelles. These will works, with fi nishing touches being test fleets means that for the first add an extra 900 lb. of fuel without made by CAE on a Level D simulator time there are three AW609s fl ying, requiring additional tankage in the in Montreal, and Leonardo has de- with AC1 based in Italy and AC3 cabin or baggage compartment. veloped a Virtual Enhanced Train- and AC4 based in Philadelphia sup- Many of the changes were part of a ing Device (VETD) that replicates porting certifi cation activities. The review after Leonardo took over the the cockpit and systems. The VETD second prototype was lost in a fatal program from Bell in 2011. is seen as a “next step in the evolution crash in 2015. “We did a lot of critical thinking of the procedural trainer,” says Bill AC4 is the fi rst of the aircraft with the about where the aircraft was in its Sunick, Leonardo’s senior AW609 Collins Pro Line Fusion avionics suite. development and what new emerging marketing manager. “There are some specifi c AW609 systems were out there, and we es- There is even growing consensus tiltrotor-related displays such as a sentially embarked on another devel- on cost, with the Pratt & Whitney nacelle position indicator symbology opment,” says Sunick. “Had we been Canada PT6C-67A-powered rotor- on the displays,” Sunick says. “But in production, I’d be calling this the craft expected to be priced at $20-30 any pilots familiar with that system B-model or AW619.” million—roughly that of a heavy heli- will feel right at home, and that was While AC4 will prove the avionics copter such as a Sikorsky S-92. the idea.” suite and production-standard modifi - “We are building confidence,” Current plans see the tiltrotor cations in 2020, AC3 will be fi tted to a Leonardo Helicopters CEO Gian Piero being certified with a maximum ramped test stand so that the engines

4 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST ROTORCRAFT

for inspections and part lives. During parts of the world with geographically 2019, AC3 had been involved in han- remote populations—such as in the dling quality, aeroelastic stability and Australian outback or the Japanese dive tests. island chain. Having a pressurized So far, just two AW609 customers cabin and being able to fl y over weath- have been formally named—U.S. oil er could be a “game changer,” Sunick and gas operator Era Group, which says, potentially paving the way for recently merged with the Bristow medical treatments and procedures Group, and the United Arab Emirates to be performed on the aircraft. Leon- Joint Aviation Command, which plans ardo has also been studying technol- to use the aircraft for SAR missions. ogies that could allow medical proce- Beyond those o cial customers, Su- dures to be performed in flight nick remains tight-lipped, stating that (AW&ST April 8-21, 2019, p. 55). interest in the machine is “robust.” The AW609 will also play a role in Tiltrotor Approaches Final Hurdles Leonardo’s Philadelphia plant Work is underway to convert letters the development of future tiltrotor is building the rst two of intent into fi rmer agreements, with technologies as Leonardo plans to use Before Commercial Service production AW609s. VIP and corporate customers likely to an AW609 fuselage as the basis for The company hopes to make sign agreements fi rst. its Clean Sky 2 Next-Generation Com- > PROTOTYPE AC4 TOOK TO THE AIR ON DEC. 23 its rst delivery this year. “Like with any new technology, you mercial Tiltrotor Technology Demon- typically see early adoption by the strator (NGCTR-TD). Equipped with > AW609 PRICE TAG IS $20-30 MILLION PER AIRCRAFT VIP market,” he says. a fi xed engine, tilting gearbox and a V-tail, the aircraft will also be fi tted ENAR It is undecided whether AC5 will be Tony Osborne Los Angeles the fi rst aircraft delivered to Era, Su- with a distributed fl ight control sys- nick says, but he would like to retain tem with active inceptor controls and ould 2020 finally be the year Cutillo told Aviation Week at Heli- Expo gross weight of 17,500 lb. There will and nacelles can be operated through- a demonstrator aircraft for future a new fuel system using fiber-optic the commercial tiltrotor en- in January. “Test after test shows we then be a delta to reach the planned out from the vertical to the horizontal, customers. Providing emergency fuel sensors. Cters the market? are on the right path. It is a develop- 18,000 lb. The initial confi guration to support drive-system component medical services appears to be a The NGCTR-TD is planned to fl y Seventeen years after first flight ment program, and there are chal- for certification will be passenger testing as well as setting intervals promising market, too, particularly in in 2023. c of the aircraft formerly known as the lenges ahead.” carriage, with the capability of addi- Bell-Agusta BA609, now the AW609, The path to certification is not tional missions such as search and manufacturer Leonardo seems more entirely in the company’s hands, but rescue (SAR) added later. optimistic than ever about the timelines. certifying the fi rst aircraft to com- Other changes to AC4 include the Many of the pieces are now in ply with the FAA’s newly established introduction of a widened main entry place. The fourth prototype, AC4, Powered Lift category means Leonar- door, which at 35 in. (89 cm) should which is fully representative of pro- do is moving hand in glove with the allow stretchers to be loaded onto the duction examples, fl ew at the end of regulator, Cutillo notes. aircraft and able to turn the corner last year, while the fi rst two produc- The program timelines were chal- into the cabin. The door on early- tion aircraft, AC5 and AC6, are now lenged by the FAA shutdown at the be- model Learjet business aircraft is in the early stages of fi nal assembly ginning of 2019, and complex certifi ca- also split that way, with the lower at Leonardo’s facility in Philadelphia, tion programs could still be a¡ ected by section fitted to airstairs while the where AW609 production and train- the fallout from the Boeing 737 MAX upper section will enable the fi tment ing will be focused. debacle. Even Bell is no longer indicat- of a hoist for SAR-equipped aircraft. Furthermore, elements of an ing timelines for the certifi cation of its Plans are also in place for external AW609 training system are also lin- fl y-by-wire Model 525 super-medium. fuel tanks, which will be fi tted snugly ing up: A training syllabus is in the The arrival of AC4 into the fl ight- against rotating nacelles. These will works, with fi nishing touches being test fleets means that for the first add an extra 900 lb. of fuel without made by CAE on a Level D simulator time there are three AW609s fl ying, requiring additional tankage in the in Montreal, and Leonardo has de- with AC1 based in Italy and AC3 cabin or baggage compartment. ● veloped a Virtual Enhanced Train- and AC4 based in Philadelphia sup- Many of the changes were part of a ● ing Device (VETD) that replicates porting certifi cation activities. The review after Leonardo took over the the cockpit and systems. The VETD second prototype was lost in a fatal program from Bell in 2011. ● is seen as a “next step in the evolution crash in 2015. “We did a lot of critical thinking of the procedural trainer,” says Bill AC4 is the fi rst of the aircraft with the about where the aircraft was in its Sunick, Leonardo’s senior AW609 Collins Pro Line Fusion avionics suite. development and what new emerging marketing manager. “There are some specifi c AW609 systems were out there, and we es- There is even growing consensus tiltrotor-related displays such as a sentially embarked on another devel- on cost, with the Pratt & Whitney nacelle position indicator symbology opment,” says Sunick. “Had we been Canada PT6C-67A-powered rotor- on the displays,” Sunick says. “But in production, I’d be calling this the craft expected to be priced at $20-30 any pilots familiar with that system B-model or AW619.” million—roughly that of a heavy heli- will feel right at home, and that was While AC4 will prove the avionics copter such as a Sikorsky S-92. the idea.” suite and production-standard modifi - “We are building confidence,” Current plans see the tiltrotor cations in 2020, AC3 will be fi tted to a Leonardo Helicopters CEO Gian Piero being certified with a maximum ramped test stand so that the engines

4 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 4 AIR TRAFFIC MANAGEMENT ADS-B in Europe

> ABOUT 74% OPERATOR COMPLIANCE IS EXPECTED BY JUNE

EXEMPTIONS POLICY FOR THE NONEQUIPPED > Thales has delivered IS UNDER CONSULTATION ADS-B ground stations worldwide, including this one in France.

THALES PHOTOS Bill Carey Washington

onths after operators in the U.S. were required to responsible for coordinating technology deployments equip their aircraft for automatic dependent sur- across the continent, counts 10,000-11,000 aircraft that are Mveillance-broadcast (ADS-B) Out position report- subject to the regulation when including EU-registered ing, a similar requirement enters force in Europe, but it will large and state aircraft and third-party foreign aircraft be less comprehensive and less evenly applied. transiting the airspace. The EU’s Surveillance Performance and Interoperabil- Published in 2011, the EU rule originally set an equip - ity regulation takes effect on June 7, requiring that air - ment compliance date of January 2015; it has been amended craft with a maximum takeoff weight exceeding 5,700 kg twice, to the 2020 date. An amending regulation that would (12,566 lb.) or with a maximum cruise speed greater than allow older, nonequipped aircraft to retrofit ADS-B avionics 250 kt. be ADS-B Out-capable. by June 7, 2023, is undergoing consultation. As of December 2019, 62% of EU-registered aircraft sub- The SDM asked 32 air navigation service providers ject to the regulation—5,580 of about 9,000 aircraft—had (ANSP)—representing 27 EU member states, Eurocon- been equipped with the necessary ED-102A standard Ver- trol’s Maastricht Upper Area Control Center, and the UK, sion 2 ADS-B Out transponders, according to Eurocontrol. Norway, Switzerland and Iceland—if they would be in a The percentage of equipped aircraft is expected to increase position to support aircraft separation using ADS-B as a to 74% or more by the June compliance date. complementary surveillance system by 2023. The Single European Sky ATM Research (SESAR) Twenty ANSPs “responded positively” to the inquiry, Deployment Manager (SDM), the Brussels-based agency about half with caveats that included the rate of equipage by operators. Typically, larger ANSPs have “concrete” plans to introduce the new surveillance method, says Jan Stibor, the SDM’s ADS-B program manager. “We don’t anticipate rolling out sole means [ADS-B] much in Europe,” says Stibor. “In high-level surveillance, we always anticipated ADS-B will cooperate together with radar or with multilateration [MLAT]. They will help each other to provide an improved, more cost-effective surveillance picture.” Overall, the SDM estimates that European states will spend €656 million ($710 million) to install the ground infrastructure for ADS-B, while aircraft operators will spend €415 million to equip their fleets. The Indian Ocean nation of Seychelles also will require aircraft flying within its flight information region to be ADS-B capable by June 7 as countries around the world that have not already done so implement the broadcast surveillance method. Seychelles will track aircraft using a combination of ground-based stations and Aireon satellite- A multilateration and ADS-B Ground Surveillance System based receivers. ground station cabinet. In the U.S., the FAA requires that all aircraft flying in

44 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AIR TRAFFIC MANAGEMENT

most controlled airspace signal their position using 1090ES [states] will be looking more at keeping at least one radar Mode S transponders certified to DO-260B, the RTCA layer or probably dual radar layers in some areas and then ADS-B in Europe equivalent of Eurocae ED-102A. The agency’s dual-frequency adding ADS-B on top of that because they see the economic approach to ADS-B allows aircraft flying below 18,000 ft. advantages in tracking,” adds Neufeldt. to have either 1090ES transponders or Universal Access On Feb. 28, Eurocontrol and Aireon announced a 10-year Transceivers operating at 978 MHz. agreement to acquire Aireon’s space-based ADS-B data, The ADS-B regulation in the U.S. affects tens of thou- which is collected from receivers hosted on Iridium Next sands of aircraft. As of Feb. 1, a month after the compli - satellites. The data will be integrated into Eurocontrol’s en- ance deadline, the FAA estimated that 114,615 aircraft were hanced tactical flow management system to provide more properly equipped. Another 10,059 aircraft were equipped accurate flight trajectory predictions. but not broadcasting correctly. Safety and efficiency requirements are dictating econom- The FAA views ADS-B as its new surveillance standard, ic considerations about the optimum timing to replace leg- > ABOUT 74% OPERATOR COMPLIANCE IS EXPECTED BY JUNE when complemented by radar and wide-area multilatera- acy radars with ADS-B, Thales says. But rationalizing the tion (WAM) systems that use networks of ground-based radar infrastructure where possible is prominent among EXEMPTIONS POLICY FOR THE NONEQUIPPED receivers to calculate aircraft positions based on Mode S drivers of the new surveillance method in Europe, with its > Thales has delivered transponder signals. many countries and over- IS UNDER CONSULTATION ADS-B ground stations ADS-B enhances safety lapping coverage areas. worldwide, including and efficiency by improving ADS-B Mandates Coming Due Testing conducted by this one in France. controllers’ situational German ANSP DFS, Euro- awareness of aircraft in the control and the FAA in the airspace, the agency con- Country/Region Compliance Date vicinity of Frankfurt in THALES PHOTOS tends. Its once-per-second 2000 revealed that aircraft Australia Bill Carey Washington update rate allows control- flying at 10,000 ft. are inter- lers to reduce aircraft sep- (foreign-registered June 6, 2020 rogated by as many as 40 onths after operators in the U.S. were required to responsible for coordinating technology deployments arations to 3 nm from 5 nm aircraft) civilian and military radars, equip their aircraft for automatic dependent sur- across the continent, counts 10,000-11,000 aircraft that are in some terminal airspaces says Neufeldt. Mveillance-broadcast (ADS-B) Out position report- subject to the regulation when including EU-registered where ADS-B provides cov- Europe June 7, 2020 “Of course, ANSPs see ing, a similar requirement enters force in Europe, but it will large and state aircraft and third-party foreign aircraft erage beyond that of ra- the operating cost of radar, be less comprehensive and less evenly applied. transiting the airspace. dar—a separation standard Seychelles June 7, 2020 which is considerable, com- The EU’s Surveillance Performance and Interoperabil- Published in 2011, the EU rule originally set an equip - that will be applied in en pared to the absolutely ity regulation takes effect on June 7, requiring that air - ment compliance date of January 2015; it has been amended route airspace starting this small operating cost of craft with a maximum takeoff weight exceeding 5,700 kg twice, to the 2020 date. An amending regulation that would year in the Boston and Saudi Arabia Jan. 1, 2021 ADS-B ground stations,” (12,566 lb.) or with a maximum cruise speed greater than allow older, nonequipped aircraft to retrofit ADS-B avionics Seattle areas. says Neufeldt. “What they 250 kt. be ADS-B Out-capable. by June 7, 2023, is undergoing consultation. “ADS-B is a paradigm- Mexico Jan. 1, 2022 are currently planning is to As of December 2019, 62% of EU-registered aircraft sub- The SDM asked 32 air navigation service providers shifting technology that not upgrade some of the ject to the regulation—5,580 of about 9,000 aircraft—had (ANSP)—representing 27 EU member states, Eurocon- provides the foundation South Africa June 15, 2023 radar stations anymore— been equipped with the necessary ED-102A standard Ver- trol’s Maastricht Upper Area Control Center, and the UK, for the FAA’s initiative to not to give up the site but to sion 2 ADS-B Out transponders, according to Eurocontrol. Norway, Switzerland and Iceland—if they would be in a modernize our [air traffic Source: OpsGroup decommission the radar The percentage of equipped aircraft is expected to increase position to support aircraft separation using ADS-B as a management (ATM)] sys- and put ADS-B on that site.” to 74% or more by the June compliance date. complementary surveillance system by 2023. tem,” writes Dan Hicok, director of the FAA Surveillance Thales has delivered 2,300 ADS-B and MLAT ground The Single European Sky ATM Research (SESAR) Twenty ANSPs “responded positively” to the inquiry, Services Directorate, in the winter 2019 issue of the Journal stations worldwide; it is the sole supplier of countrywide Deployment Manager (SDM), the Brussels-based agency about half with caveats that included the rate of equipage of Air Traffic Control. “[T]he FAA has seen a correlation ADS-B networks in Australia, New Zealand and South by operators. Typically, larger ANSPs have “concrete” between increasing ADS-B equipage and a decreasing num- Africa. plans to introduce the new surveillance method, says Jan ber of accidents and near-misses, demonstrating potential The manufacturer has delivered 340 ADS-B ground sta- Stibor, the SDM’s ADS-B program manager. long-term ADS-B safety benefits.” tions in Europe, but many are used primarily for MLAT “We don’t anticipate rolling out sole means [ADS-B] The ADS-B broadcast surveillance method also allows and WAM surveillance systems. This includes 112 ground much in Europe,” says Stibor. “In high-level surveillance, the FAA to divest legacy radars that are no longer needed stations supplied by the Aquila joint venture of Thales and we always anticipated ADS-B will cooperate together with to provide air traffic services. The agency plans to divest UK NATS for Project Marshall, the UK military’s terminal radar or with multilateration [MLAT]. They will help each 32 radar sites by 2025, David Gray, FAA deputy director for ATM program. other to provide an improved, more cost-effective surveil- surveillance services, informed the FAA’s NextGen Advisory Europe is developing a performance-based approach lance picture.” Committee in December. to surveillance that will be technology-agnostic, says Overall, the SDM estimates that European states will Europeans recognize all of the same benefits that ADS-B Neufeldt. He expects Eurocae will publish a “Safety and spend €656 million ($710 million) to install the ground in- Out provides ANSPs as well as the operational efficien- Performance Requirements for a Generic Surveillance frastructure for ADS-B, while aircraft operators will spend cies promised for airlines by ADS-B In. But the technology System” standard designated ED-261 within months, in €415 million to equip their fleets. seemingly has less cachet in Europe, perhaps reflecting the coordination with Eurocontrol’s new “Specification for The Indian Ocean nation of Seychelles also will require fragmentation of needs and priorities within the EU. ATM Surveillance System Performance 2.0” standard. aircraft flying within its flight information region to be ADS-B “is used as a primary means of surveillance in From the Thales perspective, “this is not a competition ADS-B capable by June 7 as countries around the world some isolated pockets of airspace where you don’t have between radar and ADS-B,” emphasizes Neufeldt. “We that have not already done so implement the broadcast radar coverage or where radar coverage is not good and you try to address the performance-based [requirements], to surveillance method. Seychelles will track aircraft using a need to have other means; in these cases, you would need support customers in solving their surveillance problem. combination of ground-based stations and Aireon satellite- ADS-B or multilateration,” says Holger Neufeldt, Thales We can design the coverage as needed, and this might be A multilateration and ADS-B Ground Surveillance System based receivers. ADS-B product manager. very well a mixture of ADS-B and radar in some areas, to ground station cabinet. In the U.S., the FAA requires that all aircraft flying in “In fact, Europe is a bit conservative in this relationship— balance costs and benefits to get the optimum solution.”c

44 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 45 COMMERCIAL AVIATION

Sean Broderick Washington “Designers, pilots, operators, regulators, and researchers do not always he FAA alone will determine how the Boeing 737 MAX possess adequate knowledge and skills saga reshapes U.S. aircraft certifi cation, and agency in certain areas related to human performance,” the team wrote. “It is o¡ cials will have numerous reports—not to mention of great concern to this team that in- probably some well-intentioned congressional man- vestments in necessary levels of hu- T man expertise are being reduced in dates—for guidance. Many questions still remain a year after response to economic pressures when a second MAX fatal accident led to the fl eet’s grounding and two-thirds to three-quarters of all ac- triggered a series of investigations beyond the two crash probes, cidents have fl ight crew error cited as but work completed by accident investigators and two task forc- a major factor.” The study led to substantive es reveal several common themes that will help shape the FAA’s change. A formal FAA human-fac- thinking. Topping the list: increased emphasis on human- factors tors working group was formed and principles during aircraft design, more complete risk assess- produced a 2004 report that helped shape updates to the FAA’s aircraft ments, and closing gaps in—but not necessarily overhauling— certification regulations. Among the delegation process. them: FAA Part 25.1302 (Installed

AIRCRAFT CERTIFICATION HOW THE MAX CHANGES THINGS

> FAA CERTIFICATION PROCESS UNDER A MICROSCOPE > FLIGHT DECK HUMAN FACTORS SHORTCOMINGS FLAGGED

The FAA’s human-factors work has of how critical the man-machine inter- Systems and Equipment for Use by led to signifi cant regulatory changes face has become as fl ight deck tech- the Flightcrew), 25.1309 (Equipment, in the last decade, and more change nology evolves, the agency’s short- Systems, and Installations) and was on the way even before the crash comings are puzzling. Prompted by a 25.1322 (Flightcrew Alerting). of Lion Air Flight 610 (JT610), the fi rst series of accidents in the early 1990s But the new regulations and relat- of the two fatal MAX accidents in fi ve and related NTSB recommendations, ed guidance did not change some key months that led to the fl eet’s global the FAA launched an extensive, multi- industry tenets such as assumptions grounding. But the Joint Authorities stakeholder study to examine flight about how quickly pilots would react Technical Review (JATR), the task deck human factors. to certain infl ight scenarios. Boeing’s force representing 10 global regula- The study’s original charter focused reliance on such assumptions—specif- tors that looked into elements of the on fl ight-crew systems interaction, but ically that a crew would identify and MAX’s certifi cation, concluded that “we quickly recognized that consider- react to a runaway stabilizer within the agency is not going far enough. ing only the interface would be insuf- 4 sec.—combined with questionable “Based on the JATR team’s ob- fi cient to address all of the relevant system-design decisions and the FAA’s servations and findings related to safety concerns,” the study team wrote lack of objections helped set the stage human factors-related issues in the in its 1996 report, “The Interfaces Be- for both MAX accidents. As a result, certification process, JATR team tween Flightcrews and Modern Flight while Boeing works to fi nalize man- members recommend that the FAA Deck Systems.” The team analyzed dated changes and get the MAX fl y- integrate and emphasize human fac- contributing factors including design, ing again, the agency is being urged tors and human system integration training, and the regulatory process. to bolster its human-factors expertise throughout its certifi cation process,” Among the many issues it found: a lack and develop better analytical tools. the group’s report says. of human-factors expertise in aircraft “While issues in human-machine Considering the FAA’s recognition certifi cation and training development. interaction are at the core of all re-

4 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST COMMERCIAL AVIATION

Sean Broderick Washington “Designers, pilots, operators, regu- cent aviation accidents and are impli- has an e ect on all related systems ly assess aircraft safety and infl uence lators, and researchers do not always cated in the two B737 MAX accidents, and, in theory, their safety assess- the aircraft/system design details.” he FAA alone will determine how the Boeing 737 MAX possess adequate knowledge and skills the FAA has very few human factors ments. In the MAX’s case, Boeing did Among the Transportation Depart- saga reshapes U.S. aircraft certifi cation, and agency in certain areas related to human and human-system integration ex- not update some safety assessment ment committee’s recommendations: performance,” the team wrote. “It is perts on its certification staff,” the elements, including the MCAS’ SSA, a call for SSAs to “better consider o¡ cials will have numerous reports—not to mention of great concern to this team that in- JATR says. “The FAA should expand even after signifi cant changes. human–machine interaction” and be probably some well-intentioned congressional man- vestments in necessary levels of hu- its aircraft certifi cation resources in The MCAS moves the horizontal more closely aligned with real-world T man expertise are being reduced in human factors and in human-system stabilizer during certain non-normal, environments. “Test and evaluation dates—for guidance. Many questions still remain a year after response to economic pressures when integration to enable the thorough fl aps-up, high-angle-of-attack (AOA) should include multiple failure mode a second MAX fatal accident led to the fl eet’s grounding and two-thirds to three-quarters of all ac- analysis and verifi cation of compli- fl ight profi les to increase force on the scenarios and involve trained pilots triggered a series of investigations beyond the two crash probes, cidents have fl ight crew error cited as ance” with the regulations. pilots’ yokes and provide a reduced who refl ect the anticipated end users but work completed by accident investigators and two task forc- a major factor.” The NTSB, in recommendations pitch-up tendency. Originally de- of the product. Resulting data should The study led to substantive made last September, calls for more signed to operate in high-speed be fed back into the overall safety es reveal several common themes that will help shape the FAA’s change. A formal FAA human-fac- focused human-factors efforts. The scenarios, such as wind-up assessment of the total system. Sig- thinking. Topping the list: increased emphasis on human- factors tors working group was formed and board wants the FAA to “develop ro- turns, Boeing determined in nificant changes to safety assump- principles during aircraft design, more complete risk assess- produced a 2004 report that helped bust tools and methods, with the input 2016 that the MCAS need- tions or performance levels should be shape updates to the FAA’s aircraft of industry and human-factors experts, ed to address some low- tracked,” the committee says. ments, and closing gaps in—but not necessarily overhauling— certification regulations. Among for use in validating assumptions about speed scenarios. But the delegation process. them: FAA Part 25.1302 (Installed pilot recognition and response to safety- the manufacturer, Investigations of the 737 MAX’s certi cation have spotlighted de ciencies in how the FAA works and how Boeing served in a role on behalf of the regulator. OE ALE AIRCRAFT CERTIFICATION HOW THE MAX CHANGES THINGS

> FAA CERTIFICATION PROCESS UNDER A MICROSCOPE > FLIGHT DECK HUMANFACTORSHUMAN FACTORS SHORTCOMINGS FLAGGED > COMPANIES, NOT REGULATORS, “ULTIMATELY ACCOUNTABLE”

The FAA’s human-factors work has of how critical the man-machine inter- Systems and Equipment for Use by signifi cant failure conditions as part believing the high-speed scenarios The NTSB urged the FAA to review led to signifi cant regulatory changes face has become as fl ight deck tech- the Flightcrew), 25.1309 (Equipment, of the design certifi cation process.” were more risky, did not update the SSAs that assume “immediate and in the last decade, and more change nology evolves, the agency’s short- Systems, and Installations) and Another likely outcome from the MCAS SSA after the low-speed addi- appropriate pilot corrective actions was on the way even before the crash comings are puzzling. Prompted by a 25.1322 (Flightcrew Alerting). MAX saga: changes to the safety tion was made. in response to uncommanded flight of Lion Air Flight 610 (JT610), the fi rst series of accidents in the early 1990s But the new regulations and relat- assessment process. Manufacturers “The SSA and functional hazard control inputs” and factor in possible of the two fatal MAX accidents in fi ve and related NTSB recommendations, ed guidance did not change some key are required to demonstrate that assessment (FHA) were not consis- e ects from alerts and warnings that months that led to the fl eet’s global the FAA launched an extensive, multi- industry tenets such as assumptions their designs comply with the FAA’s tently updated, and potential crew could delay pilots’ responses. The U.S. grounding. But the Joint Authorities stakeholder study to examine flight about how quickly pilots would react regulations. Most opt for using a workload effects resulting from should collaborate with certifi cation Technical Review (JATR), the task deck human factors. to certain infl ight scenarios. Boeing’s complex SAE International-standard MCAS design changes were not iden- experts at the European Union Avia- force representing 10 global regula- The study’s original charter focused reliance on such assumptions—specif- procedure, outlined in FAA Advisory tifi ed,” the JATR says. tion Safety Agency (EASA), Transport tors that looked into elements of the on fl ight-crew systems interaction, but ically that a crew would identify and Circular 25.1309-1A, that includes a Both the JATR and the Transpor- Canada, the National Civil Aviation MAX’s certifi cation, concluded that “we quickly recognized that consider- react to a runaway stabilizer within functional hazard assessment, pre- tation Department special committee Agency of Brazil, the Civil Aviation the agency is not going far enough. ing only the interface would be insuf- 4 sec.—combined with questionable liminary system safety assessment, urged signifi cant changes. Administration of China and the Rus- “Based on the JATR team’s ob- fi cient to address all of the relevant system-design decisions and the FAA’s and system safety assessment (SSA). “The safety analysis process should sian Federal Air Transport Agency to servations and findings related to safety concerns,” the study team wrote lack of objections helped set the stage The outcomes provide manufacturers be integrated with the aircraft devel- ensure the global fl eet is covered. human factors-related issues in the in its 1996 report, “The Interfaces Be- for both MAX accidents. As a result, airplane- and system-level looks at opment assurance process to ensure Regulators working under bilateral certification process, JATR team tween Flightcrews and Modern Flight while Boeing works to fi nalize man- the risks presented by individual fail- all safety requirements and associat- agreements rely on each other’s work members recommend that the FAA Deck Systems.” The team analyzed dated changes and get the MAX fl y- ures and combinations of problems. ed assumptions are correct, complete to maximize resources and minimize integrate and emphasize human fac- contributing factors including design, ing again, the agency is being urged Any change to a system—such and verified,” the JATR says. “The duplicative e orts on projects such tors and human system integration training, and the regulatory process. to bolster its human-factors expertise as Boeing adding the Maneuvering FAA should encourage applicants to as certifying a new aircraft. Global throughout its certifi cation process,” Among the many issues it found: a lack and develop better analytical tools. Characteristics Augmentation Sys- have a system safety function that is regulators are already demanding the group’s report says. of human-factors expertise in aircraft “While issues in human-machine tem (MCAS) fl ight control software to independent from the design organi- more from the FAA as a result of the Considering the FAA’s recognition certifi cation and training development. interaction are at the core of all re- the 737 family’s speed-trim system— zation, with the authority to impartial- MAX’s certifi cation failings, with some

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conducting independent reviews on Designees have been used for de- disasters, lawmakers are targeting aspects of Boeing’s proposed flight cades and are recognized as an in- delegation as ripe for reform. control computer software and train- creasingly essential resource. “The authorized representative, ing changes. It is a sign that the FAA’s “With strict FAA oversight, dele- under the current system, is sup - findings, once accepted as ironclad, gation extends the rigor of the FAA posed to represent the public safety will now be more carefully scrutinized. certification process to other recog- interest and the FAA, and clearly, in “Right now, there are things we nized professionals, thereby multiply- [the MAX’s] case, they did not,” says don’t look at at all, [but] there are ing the technical expertise focused U.S. Rep. Pete DeFazio (D-Ore.), things that we want to be involved on assuring an aircraft meets FAA chair of the House Committee on in,” EASA Executive Director Patrick standards,” the Transportation De- Transportation and Infrastructure Ky told Aviation Week last Novem- partment committee says. that is investigating Boeing and the ber (AW&ST Nov. 11-24, 2019, p. 26). The JATR concurred but also FAA. “So the system is broken, and “I think in the future there will be pointed to fissures in the process that I’m determined that we’re going to a gray area of issues in which we the MAX crisis has helped expose. fix that system. We will not rest until want to be involved but not as fully “[In] the B737 MAX program, the we have enacted legislation to pre - as if we were the certifying author- FAA had inadequate awareness of vent future unairworthy airplanes ity. We need to discuss this with the the MCAS function, which—coupled from slipping through the regulatory FAA but also with the Canadians and with limited involvement—resulted cracks and into airline service.” Legislation may change the FAA, but delegation’s success relies far more on industry than the agency. JOE WALKER A 1984 U.S. Supreme Court decision codified what many in aviation have long understood: In the U.S., the FAA’s role is to verify compliance with its rules, not ensure it. “The FAA certification process is founded upon a relatively simple notion: The duty to ensure that an aircraft conforms to FAA safety regulations lies with the manufacturer and operator, while the FAA retains the responsibility for policing compliance,” the court wrote in United States v. Varig Airlines. “Thus, the Major changes to the FAA’s certification standards likely will take years manufacturer is required to develop to finalize, but differences in how foreign regulators assess the U.S. agency’s the plans and specifications and per- work will come more quickly. form the inspections and tests necessary to establish that an aircraft the Brazilians,” who, together with in an inability of the FAA to provide design comports with the applicable the U.S. and Europe, comprise the an independent assessment of the ad- regulations; the FAA then reviews industry’s four major aircraft certi- equacy of the Boeing-proposed cer- the data for conformity purposes by fication entities. tification activities associated with conducting a ‘spot check’ of the man- More international perspective is MCAS,” the JATR says. ufacturer’s work.” expected to come via the final report Both reports recommend changes Changes at the FAA such as add- on Ethiopian Airlines Flight 302, to ODA, including ensuring that the ing staff—its Aircraft Certification which crashed in March 2019 and FAA has “increased direct . . . involve- Service employs 1,300 people, fewer triggered the global MAX grounding ment in safety-critical areas of ODA than Boeing has in its ODA unit—and within days. A preliminary report certification projects,” the JATR says. limiting delegation are possible. But from Ethiopia’s Aircraft Accident “Direct involvement may include the no new law or FAA initiative can re- Investigation Bureau pointed to an FAA retaining approvals, conducting place industry’s role in determining MCAS-related malfunction as a key real-time oversight or implementing delegation’s effectiveness. factor in the accident; Indonesia’s Na- other procedures.” Both the Trans- “Delegation must survive,” says tional Transportation Safety Commit- portation Department committee consultant Mike Borfitz, a former tee reached a similar conclusion in its and the JATR also cited a need for Boeing flight-test engineer and FAA JT610 final report (AW&ST Nov. 11-24, more consistent information flow aircraft certification office manager. 2019, p. 24). The most-watched area from designees to FAA experts. “It has to be driven home to all com- of the FAA’s certification evolution is Congress has more sweeping panies that they are ultimately the likely to be its Organization Designa- changes in mind. Driven by the per- ones who are accountable.” c tion Authorization (ODA) program, ception that a system in which com- which designates qualified individu- panies have significant involvement Check 6 Aviation Week editors discuss als to act on the FAA’s behalf. It also in approving their own products is whether the FAA certification process could be the most difficult to change. flawed, and emboldened by the MAX is broken: AviationWeek.com/podcast

48 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST COMMERCIAL AVIATION COMMERCIAL AVIATION conducting independent reviews on Designees have been used for de- disasters, lawmakers are targeting Airbus Canada Prepares More Balducchi says. “The visibility in the aspects of Boeing’s proposed flight cades and are recognized as an in- delegation as ripe for reform. program is now better.” control computer software and train- creasingly essential resource. “The authorized representative, A220 Integration and Cost Savings Production ramp-up is the oth- ing changes. It is a sign that the FAA’s “With strict FAA oversight, dele- under the current system, is sup - er key target. Since the takeover in findings, once accepted as ironclad, gation extends the rigor of the FAA posed to represent the public safety 2017, Airbus has tripled A220 output will now be more carefully scrutinized. certification process to other recog- interest and the FAA, and clearly, in > SUBASSEMBLY PRODUCTION WILL MOVE TO MIRABEL to 48 aircraft in 2019. It plans to triple “Right now, there are things we nized professionals, thereby multiply- [the MAX’s] case, they did not,” says > MORE ORDERS ARE NEEDED TO SUSTAIN RAMPUP deliveries again by the middle of the don’t look at at all, [but] there are ing the technical expertise focused U.S. Rep. Pete DeFazio (D-Ore.), decade, while not giving precise time things that we want to be involved on assuring an aircraft meets FAA chair of the House Committee on Jens Flottau Frankfurt frames or unit numbers. However, in in,” EASA Executive Director Patrick standards,” the Transportation De- Transportation and Infrastructure the short term, the ramp-up is not Ky told Aviation Week last Novem- partment committee says. that is investigating Boeing and the rom Bombardier’s perspec- Saint-Laurent, Quebec. After a period steep and will also not be accelerat- ber (AW&ST Nov. 11-24, 2019, p. 26). The JATR concurred but also FAA. “So the system is broken, and tive, the company’s complete of around three years, the work will be ed as a result of the Bombardier exit. “I think in the future there will be pointed to fissures in the process that I’m determined that we’re going to Fexit from the former C Series transferred to the Mirabel site north In 2020, Airbus plans to deliver 55 a gray area of issues in which we the MAX crisis has helped expose. fix that system. We will not rest until program bought it time to sell o its of Montreal, where the A220 fi nal as- A220s, among them the fi rst handful want to be involved but not as fully “[In] the B737 MAX program, the we have enacted legislation to pre - rail division and ultimately relaunch sembly line is situated. Stelia already of aircraft from the Mobile, Alabama, as if we were the certifying author- FAA had inadequate awareness of vent future unairworthy airplanes as a business aviation specialist. For has a facility at Mirabel, but it will fi nal assembly line. ity. We need to discuss this with the the MCAS function, which—coupled from slipping through the regulatory Airbus, being the only industrial build another hangar adjacent to its Mirabel has a capacity of 10 aircraft FAA but also with the Canadians and with limited involvement—resulted cracks and into airline service.” shareholder in the A220 opens up current base for the work. per month, while Mobile can build four Legislation may change the FAA, more opportunities to drive down “That is very good news for us,” per month once the site is up and run- but delegation’s success relies far costs and integrate production. Balducchi says. “Aerostructures is ning at full capacity. Delta Air Lines more on industry than the agency. “The biggest change is the move of Stelia’s core business. They are the will be the fi rst carrier to receive an JOE WALKER A 1984 U.S. Supreme Court decision aerostructural work from Saint-Lau- ideal supplier to us because they know A220 from Mobile this summer, and codified what many in aviation have rent to Mirabel, [Quebec],” says Airbus the Airbus way of doing things as a several more aircraft will be delivered long understood: In the U.S., the Canada CEO Philippe Balducchi. part of the group.” A330 work packag- from the U.S. facility by year-end. FAA’s role is to verify compliance “Our dream of a mini-Toulouse is comes are also included in the transaction. Mirabel production will remain “more with its rules, not ensure it. ing true.” Consolidating Canadian produc- or less stable,” Balducchi says. “The FAA certification process Airbus and the government of Quebec tion at Mirabel is the fi rst element of The first six Mobile-built A220s is founded upon a relatively simple agreed Feb. 13 to acquire Bombardier’s Airbus’ transition plan. The second will be assembled in the A320neo notion: The duty to ensure that an stake in the A220. The OEM paid $591 one has to do with the aircraft itself. hangar. Production will then move aircraft conforms to FAA safety reg- million and also released Bombardier “What changes can we make on the to a dedicated facility that is under ulations lies with the manufacturer from future funding requirements for aircraft to save costs?” asks Balduc- construction. and operator, while the FAA retains Airbus Canada, which it had agreed on chi. Airbus is at the beginning of a Balducchi says the priorities are to the responsibility for policing com- when the partnership was set up two process of design to cost, already an get to single-aisle reliability, and stabi- pliance,” the court wrote in United years ago. “Bombardier has always important element in other programs, lize the supply chain and Airbus’ own States v. Varig Airlines. “Thus, the been a good shareholder, but the share- now about to be exported to the A220. production while getting to the maxi- Major changes to the FAA’s certification standards likely will take years manufacturer is required to develop holding was unbalanced because of its Also, Airbus has already been able mum output of 14 aircraft per month to finalize, but differences in how foreign regulators assess the U.S. agency’s the plans and specifications and per- fi nancial situation,” Balducchi says. Its to cut supplier costs by a double-digit as soon as possible. “We also still need work will come more quickly. form the inspections and tests nec- departure “simplifi es the structure and percentage, according to Balducchi, to get more orders,” he says. essary to establish that an aircraft makes my life a bit easier.” but it needs to continue with anoth- Since the entry of Airbus, the A220 the Brazilians,” who, together with in an inability of the FAA to provide design comports with the applicable As part of the deal, Airbus subsidi- er double-digit reduction to reach program has received major com- the U.S. and Europe, comprise the an independent assessment of the ad- regulations; the FAA then reviews ary Stelia Aerospace bought the A220 its savings target of around 20%— mitments, including from Air France industry’s four major aircraft certi- equacy of the Boeing-proposed cer- the data for conformity purposes by cockpit and rear fuselage production cited when it initially took over the (60), Air Lease Corp. (50), Delta (95), fication entities. tification activities associated with conducting a ‘spot check’ of the man- from Bombardier. The cockpit and fu- program. “A number of discussions JetBlue Airways (70) and Breeze Air- AR More international perspective is MCAS,” the JATR says. ufacturer’s work.” selage production is currently based in have been concluded with suppliers,” ways (70). c expected to come via the final report Both reports recommend changes Changes at the FAA such as add- on Ethiopian Airlines Flight 302, to ODA, including ensuring that the ing staff—its Aircraft Certification which crashed in March 2019 and FAA has “increased direct . . . involve- Service employs 1,300 people, fewer Air Canada became the latest operator of the Airbus A220-300 triggered the global MAX grounding ment in safety-critical areas of ODA than Boeing has in its ODA unit—and in January. The airline has ordered 45 of the aircraft. within days. A preliminary report certification projects,” the JATR says. limiting delegation are possible. But from Ethiopia’s Aircraft Accident “Direct involvement may include the no new law or FAA initiative can re- Investigation Bureau pointed to an FAA retaining approvals, conducting place industry’s role in determining MCAS-related malfunction as a key real-time oversight or implementing delegation’s effectiveness. factor in the accident; Indonesia’s Na- other procedures.” Both the Trans- “Delegation must survive,” says tional Transportation Safety Commit- portation Department committee consultant Mike Borfitz, a former tee reached a similar conclusion in its and the JATR also cited a need for Boeing flight-test engineer and FAA JT610 final report (AW&ST Nov. 11-24, more consistent information flow aircraft certification office manager. 2019, p. 24). The most-watched area from designees to FAA experts. “It has to be driven home to all com- of the FAA’s certification evolution is Congress has more sweeping panies that they are ultimately the likely to be its Organization Designa- changes in mind. Driven by the per- ones who are accountable.” c tion Authorization (ODA) program, ception that a system in which com- which designates qualified individu- panies have significant involvement Check 6 Aviation Week editors discuss als to act on the FAA’s behalf. It also in approving their own products is whether the FAA certification process could be the most difficult to change. flawed, and emboldened by the MAX is broken: AviationWeek.com/podcast

48 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 4 UNMANNED AVIATION

Proposed ‘Remote ID’ Rule fore the comment period closed. They described themselves as belonging to Rattles Drone Community a “skateboard culture” of do-it-yourself drone builders, fi rst-person view > BROADCAST AND NETWORK METHODS ARE PROPOSED (FPV) enthusiasts who pilot their aircraft using goggles or video monitors > HOBBYISTS AND BUSINESS USERS FACE REGULATION and small business owners in the fi eld. One protester was Tyler Brennan, Bill Carey Washington owner of RaceDayQuads (RDQ), of Or- lando, Florida, an FPV racing supply pward of 10 times more respon- transmitting data to a Remote ID UAS shop that employs 25 people and sells dents have commented on the Service Supplier (USS), in addition to pre built drones and components such UFAA’s draft rule for remote iden- broadcasting its identity directly from as frames, motors, batteries and props. tifi cation of drones compared to the the aircraft to receiving devices on the It would be severely a ected by the Re- number of individuals and organiza- ground. A “limited” category drone mote ID rule as proposed, he predicts. tions that weighed in on its proposed would only be required to connect to “I would say almost certainly RDQ regulation for commercial unmanned the internet but would be restricted to would go out of business” if the rule aircraft systems (UAS) in 2015. operating no more than 400 ft. from becomes fi nal, Brennan says. “Then it The public comment period for its control station. would be just a trickle-down [e ect] to

the so-called “Remote ID” notice of LL AREAW proposed rulemaking (NPRM) closed March 2 with around 53,000 responses counted by the regulations.gov website. When comments closed in April 2015 for the FAA’s Part 107 draft rule governing the commercial use of drones weighing less than 55 lb., there were 4,597 responses. The di erentiator this time is that the FAA has fl oated a rule that would apply to the vast majority of small drones flown in U.S. airspace, both commercial and recreational. At latest count, the agency reports that 1.1 million hobbyists have registered online to fl y drones for recreation. There are 436,836 registered commercial UAS. Thousands of comments on the Re- mote ID draft rulemaking are thought “Help Save Our Hobby” activists gathered at FAA headquarters in Washington. to be “copy-and-paste” responses based on templates from organiza- Persons operating drones that are the whole industry—most of the manu- tions including the Academy of Model not equipped for remote identifi cation, facturing is in China, and 70% of their Aeronautics (AMA) and the MultiGP such as amateur-built aircraft, would business is in the United States. So, Drone Racing League, which urged have to do so within visual line of sight it will e ectively destroy the hobby .” their members to weigh in . at an FAA-recognized site established Protesters say drones are prohibit- In the past, Congress prevented the by a community organization. ed at some AMA fi elds, which negates FAA from regulating drones and model Complaints over the NPRM center the option of fl ying nonequipped air- aircraft fl own for recreation. But the on its requirement that standard-cate- craft there. In its comments to the FAA reauthorization bill President gory drones be capable of both network FAA, the 180,000-member academy Donald Trump signed into law in Octo- and broadcast means of transmitting proposes that a distinction be made ber 2018 repealed that protection and identity, the costs associated with a in the rule between traditional model extended remote ID requirements to cellular data plan and subscribing to a aircraft and “advanced UAS” that can hobby aircraft—a response to concerns USS, the limitation of operating within be fl own beyond visual line of sight. advanced by federal security agencies. 400 ft. of a control station and relegat- “The AMA—I’ll say it: They’ve The Remote ID draft rule describes ing non equipped drones to FAA-recog- failed us,” says Troy Naquin, CEO of a framework for identifying small nized fl ying fi elds. Sharing information Quad Standard Labs of Austin, Texas. drones and model aircraft in fl ight by with a Remote ID USS on a network “ Some of them honestly are just afraid requiring them to transmit a serial also raises privacy issues, critics say. of [drones]: They spend thousands of number or alphanumeric code as well Avid hobbyists view the Remote ID hours on some of these replica planes as positional data to the ground. draft rule as an existential threat. Ac- that cost thousands of dollars. The Under the proposed rule, a “stan- tivists with the “Help Save Our Hobby” last thing they want is for some guy dard” category drone must be capa- campaign gathered Feb. 28-29 at FAA to come out of nowhere and not pay ble of connecting to the internet and headquarters to protest the NPRM be- attention to the fi eld rules.” c

AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST UNMANNED AVIATION BUSINESS

Proposed ‘Remote ID’ Rule fore the comment period closed. They Meet Howmet Aerospace, a “It comes from a belief that great companies and improv- described themselves as belonging to ing companies largely define their success by the things Rattles Drone Community a “skateboard culture” of do-it-your- New Megasupplier to A&D that they are clearly not going to do and to focus on those self drone builders, fi rst-person view things that really matter,” Plant said. (FPV) enthusiasts who pilot their air- Plant listed three tenets for the new Howmet: to outpace > BROADCAST AND NETWORK METHODS ARE PROPOSED FROM THE ASHES OF ALCOA SPINOFF ARCONIC craft using goggles or video monitors > the rate of growth in aircraft manufacturing, to do so with > HOBBYISTS AND BUSINESS USERS FACE REGULATION and small business owners in the fi eld. RISES HOWMET AEROSPACE top-quartile operating margins and to provide sharehold- One protester was Tyler Brennan, > THE A&D-CENTRIC HALF OF CARVED-UP ARCONIC ers a free-cash-flow conversion rate of at least 90% of the Bill Carey Washington owner of RaceDayQuads (RDQ), of Or- WILL BE LED BY THE SAME CEO company’s net income. He further promised a “disciplined lando, Florida, an FPV racing supply capital allocation strategy.” pward of 10 times more respon- transmitting data to a Remote ID UAS shop that employs 25 people and sells Michael Bruno Washington Howmet will count four business segments: engine prod- dents have commented on the Service Supplier (USS), in addition to pre built drones and components such ucts, which achieved $3.3 billion in 2019 revenue; fastening UFAA’s draft rule for remote iden- broadcasting its identity directly from as frames, motors, batteries and props. ne of the storied names of 20th century aerospace systems, $1.5 billion; engineered structures, $1.3 billion; and tifi cation of drones compared to the the aircraft to receiving devices on the It would be severely a ected by the Re- and defense (A&D) suppliers is set to make a dramatic a $1 billion forged-wheels unit that also supplies the auto- number of individuals and organiza- ground. A “limited” category drone mote ID rule as proposed, he predicts. Ocomeback around April 1, and with it could come a motive industry. Howmet formally is targeting almost $7 tions that weighed in on its proposed would only be required to connect to “I would say almost certainly RDQ new era of price increases for OEMs and better technology billion in 2020 revenue. regulation for commercial unmanned the internet but would be restricted to would go out of business” if the rule as industry seeks more sustainable approaches. Analysts at JP Morgan were cautiously optimistic How- aircraft systems (UAS) in 2015. operating no more than 400 ft. from becomes fi nal, Brennan says. “Then it As soon as next month, Arconic—itself born just a few met could reach that target, but they noted several head- The public comment period for its control station. would be just a trickle-down [e ect] to years ago as a spinoff from Alcoa—will divide into two public winds, including what Plant acknowledged was a $400 mil- the so-called “Remote ID” notice of LL AREAW companies, both with A&D-related work but with far more lion cost due to the Boeing 737 MAX halt as well as that proposed rulemaking (NPRM) closed of it based in Howmet Aerospace. The Howmet brand harks OEM’s declining widebody production rates. The analysts

March 2 with around 53,000 respons- back to Howmet Castings, which ARCONIC further noted that about 20% es counted by the regulations.gov Alcoa bought in 2000. of Howmet’s aerospace sales website. When comments closed in Howmet will be what Arconic derive from the aftermarket, April 2015 for the FAA’s Part 107 draft was, including a forgings and cast- and that sector is only begin- rule governing the commercial use of ings company, but without its Global ning to figure out how the drones weighing less than 55 lb., there Rolled Products aluminum sheet COVID-19 crisis will damp were 4,597 responses. and plate division. repair work with fewer air- The di erentiator this time is that While the names are changing, liners flying. the FAA has fl oated a rule that would many faces will remain the same As Howmet becomes a apply to the vast majority of small for A&D customers. Arconic Inc. standalone business, it will drones flown in U.S. airspace, both Chairman and CEO John Plant compete with peers includ- commercial and recreational. At latest will keep the reins of the new aero- ing Allegheny Technologies, count, the agency reports that 1.1 mil- space-focused Howmet Aerospace, Meggitt, MTU Aero En- lion hobbyists have registered online becoming executive chairman of gines, RBC Bearings, Rolls- to fl y drones for recreation. There are the critical supplier and co-CEO Arconic designed a 3D-printed aerospace bracket Royce, Safran and the pending merger of Woodward 436,836 registered commercial UAS. alongside Tolga Oal. that helps take weight out of aircraft. Thousands of comments on the Re- As a result, Howmet’s business and Hexcel. But Howmet mote ID draft rulemaking are thought “Help Save Our Hobby” activists gathered at FAA headquarters in Washington. approach is expected to focus on lean manufacturing, stricter will look to apply its high-technology materials know-how to be “copy-and-paste” responses contracting with industry customers and price increases. across A&D, executives told a Feb. 25 investor briefing. based on templates from organiza- Persons operating drones that are the whole industry—most of the manu- Technologically, the company plans to leverage its intellec- For instance, Howmet will be the sole provider of the tions including the Academy of Model not equipped for remote identifi cation, facturing is in China, and 70% of their tual property and research abilities to provide high-tem- highest-temperature sections of the Pratt & Whitney F135 Aeronautics (AMA) and the MultiGP such as amateur-built aircraft, would business is in the United States. So, perature-tolerant materials for aero engines as well as ways engine for the Lockheed Martin F-35 Joint Strike Fighter. Drone Racing League, which urged have to do so within visual line of sight it will e ectively destroy the hobby .” of making aircraft lighter and more fuel-efficient as com- The fighter’s engine runs at about 3,600F, while a CFM their members to weigh in . at an FAA-recognized site established Protesters say drones are prohibit- mercial aviation seeks to ward off climate-change criticism. International engine for a Boeing 737 will operate at around In the past, Congress prevented the by a community organization. ed at some AMA fi elds, which negates Plant kept his intentions quiet until the Feb. 25 announce- 2,500F. With commercial aerospace looking to boost efficien- FAA from regulating drones and model Complaints over the NPRM center the option of fl ying nonequipped air- ment. When he appeared at a Cowen investor conference cy in part to become more sustainable, however, next-gen- aircraft fl own for recreation. But the on its requirement that standard-cate- craft there. In its comments to the Feb. 12 and again at a Barclays conference Feb. 19, he side- eration engines are expected to have to operate at a higher FAA reauthorization bill President gory drones be capable of both network FAA, the 180,000-member academy stepped questions about where his future lay. Still, he ex- temperature. So Howmet will look to flow its high-tempera- Donald Trump signed into law in Octo- and broadcast means of transmitting proposes that a distinction be made pounded on what characteristics he was looking for in leaders. ture technology from military into commercial engines. ber 2018 repealed that protection and identity, the costs associated with a in the rule between traditional model “It all comes down to . . . focusing on our commercial ar- Plant will remain in his roles at least through March 2023, extended remote ID requirements to cellular data plan and subscribing to a aircraft and “advanced UAS” that can rangements, and with that goes price,” he continued. “Also, a move many analysts find reassuring. “Plant’s decision to hobby aircraft—a response to concerns USS, the limitation of operating within be fl own beyond visual line of sight. all the aspects of cost management, [starting] from [looking remain CEO for three years is a plus, given his great track advanced by federal security agencies. 400 ft. of a control station and relegat- “The AMA—I’ll say it: They’ve at] our corporate costs. And I think there’s still a little bit of record, and should temper concerns that recent cost/cash The Remote ID draft rule describes ing non equipped drones to FAA-recog- failed us,” says Troy Naquin, CEO of amazement that we can operate two future public compa- initiatives may have been made for short-term incentives at a framework for identifying small nized fl ying fi elds. Sharing information Quad Standard Labs of Austin, Texas. nies with lower corporate costs than has been the current the cost of the firm’s long-term standing,” Cowen analysts say. drones and model aircraft in fl ight by with a Remote ID USS on a network “ Some of them honestly are just afraid Arconic Inc. cost.” While Howmet Aerospace will become a name again in requiring them to transmit a serial also raises privacy issues, critics say. of [drones]: They spend thousands of Plant talked about his management approach of nar- industry, the Arconic brand will not exit the sector. Arconic’s number or alphanumeric code as well Avid hobbyists view the Remote ID hours on some of these replica planes rowing focus. When he moved from the boardroom to the Global Rolled Products segment produces polished fuse- as positional data to the ground. draft rule as an existential threat. Ac- that cost thousands of dollars. The corner office at Arconic a year ago—firing then-CEO Chip lage sheet and wing skins, according to Fitch credit ana- Under the proposed rule, a “stan- tivists with the “Help Save Our Hobby” last thing they want is for some guy Blankenship—he told company managers that they needed lysts, while its aluminum extrusions predominantly supply dard” category drone must be capa- campaign gathered Feb. 28-29 at FAA to come out of nowhere and not pay to focus on no more than five goals—and then articulated a both Airbus and Boeing. It also makes all the metallic wings ble of connecting to the internet and headquarters to protest the NPRM be- attention to the fi eld rules.” c “very long list” of things on which they will not concentrate. for Boeing’s commercial aircraft. c

AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 51 MAXAR TECHNOLOGIES FAST 5 Maxar’s Dan Jablonsky tection, object detection, feature ex- Dan Jablonsky is president and CEO of Maxar Technologies, traction, land use, land cover, things based in Westminster, Colorado, which delivers satellites, that are really hard to find and un- predictable [such as] mobile missile robotics, Earth imagery, geospatial data, and analytics to launchers, this suddenly gets easier customers including the Pentagon and intelligence commu- and more accurate. nity. After roughly one year into the job, Aviation Week inter- What services can Maxar offer the viewed Jablonsky in Mountain View, California. Pentagon’s Space Development Agen- cy? Any of the space-related agencies can be customers, and it depends on When do you expect the Missile De- were for robotics programs, and what it is they’re trying to accomplish fense Agency (MDA) deal to close? The we’re the world leader in robotics in at that time. If they’re trying for some markets have responded well to news space as well. emerging technology, we’re definite- of the sale, but how does this help your Those are very much on par with ly very happy to play in that space, business going forward? It will close our strategic objectives and where like a DARPA or any type of robotics pending regulatory approval, which we can be best in place in the mar - program. But the Space Development we expect to happen sometime in the ket for customers. We’ve been doing Agency and others are very interest- first half of this year. We’ll provide very well across the defense and in- ing as well. Our job is to do the stuff more details as soon as we know what telligence establishment of the U.S. we do really well—really fast-moving the agencies are thinking about the ap- and other nations. We announced the commercially innovative technolo- plications that have been submitted. Netherlands SecureWatch contract. gies and developments at good price When I took over as CEO in Janu- And that’s a fairly material contract points. And when the government de- ary of last year, we did a full strategic for providing online access to analyt- cides it wants to work with us, we’re review of what were sort of the biggest ics and imagery services, so data and happy to put proposals in. opportunities for us and what were analytics in an online format. the best customers we had. We also What opportunities does Maxar envi- had a challenge with the financial situ- How does the development of the sion to grow its space services busi- ation of the company at the time. Part WorldView Legion satellite constella- ness? We’ll continue in [California in] of the strategy became to make sure tion allow Maxar to remain competi- Palo Alto, Pasadena and San Jose. we deliver and move our bond matur- tive in a dynamic market for high- We have very robust capabilities— ities out and start paying them down resolution imagery? We’re the world world-leading robotics in Pasadena, fast. With the MDA deal, we’re able leader. The fun thing about it is it will world-leading space manufacturing to pay down our bonds faster, which triple the 30-cm [12-in.] capacity [and] design development for power pro- saves us a lot of interest payments. sub-30-cm capacity we have in orbit. pulsion and communications in Palo And the cash generation from MDA We’ll be able to hit places on the planet Alto/San Jose—and we’re going to versus the amount of interest we were over 15 times a day with current and stay pretty close to home in those paying is almost, but not quite, a wash. future constellations. So that amount areas. I’d like to start with [knowing] It makes our business simpler and of data opens up entirely new use cases who we are. We know what we’re re- allows us to focus more, very critically, for analytics, machine learning and ally good at, and the R&D investments on the places we’re best. artificial intelligence algorithms, and we’re making are along the lines of 3D modeling. that type of infrastructure. On the How was it to win a trio of awards For example, if you want to do a edges of that there are really cool at the beginning of 2020? If you no- 3D model of Kabul, [Afghanistan], technology developments happening. tice, one of the ones we announced overnight, we can do it with accurate [For example,] we’re a world leader was for a commercial [geostationary] 30-cm satellite imagery, in a 24-hr. in solar electric propulsion. If you’re communication satellite. We’re the time frame. Nobody in the world can moving things between vast distances world leader in that type of technol- do that today. in space, solar electric propulsion is ogy. Other things that we announced If you’re trying to track change de- the most efficient way to do it. c

52 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/awst MAXAR TECHNOLOGIES FAST 5 Second Annual Urban Air Mobility Conference Shaping the Future of Transportation Maxar’s for Smart Cities and Regional Connectivity Manufacturers, regulators, technology innovators, municipal leaders and the Dan Jablonsky infrastructure & investment community will come together to discuss on-demand aviation for smart cities and to create a new future for air transportation. tection, object detection, feature ex- Dan Jablonsky is president and CEO of Maxar Technologies, traction, land use, land cover, things based in Westminster, Colorado, which delivers satellites, that are really hard to find and un- Speakers include: predictable [such as] mobile missile robotics, Earth imagery, geospatial data, and analytics to launchers, this suddenly gets easier customers including the Pentagon and intelligence commu- and more accurate. nity. After roughly one year into the job, Aviation Week inter- What services can Maxar offer the viewed Jablonsky in Mountain View, California. Pentagon’s Space Development Agen- cy? Any of the space-related agencies can be customers, and it depends on When do you expect the Missile De- were for robotics programs, and what it is they’re trying to accomplish fense Agency (MDA) deal to close? The we’re the world leader in robotics in at that time. If they’re trying for some markets have responded well to news space as well. emerging technology, we’re definite- Pamela Cohn Matthew Gene Reindel Those are very much on par with ly very happy to play in that space, of the sale, but how does this help your Vice President, Metcalfe Vice President, business going forward? It will close our strategic objectives and where like a DARPA or any type of robotics Global Strategy & Managing HMMH pending regulatory approval, which we can be best in place in the mar - program. But the Space Development Operations, Director, Deloitte we expect to happen sometime in the ket for customers. We’ve been doing Agency and others are very interest- Hyundai Urban Consulting, LLP first half of this year. We’ll provide very well across the defense and in- ing as well. Our job is to do the stuff April 27-28, 2020 Air Mobility more details as soon as we know what telligence establishment of the U.S. we do really well—really fast-moving Dallas, TX the agencies are thinking about the ap- and other nations. We announced the commercially innovative technolo- plications that have been submitted. Netherlands SecureWatch contract. gies and developments at good price When I took over as CEO in Janu- And that’s a fairly material contract points. And when the government de- ary of last year, we did a full strategic for providing online access to analyt- cides it wants to work with us, we’re review of what were sort of the biggest ics and imagery services, so data and happy to put proposals in. opportunities for us and what were analytics in an online format. the best customers we had. We also What opportunities does Maxar envi- had a challenge with the financial situ- How does the development of the sion to grow its space services busi- ation of the company at the time. Part World View Legion satellite constella- ness? We’ll continue in [California in] of the strategy became to make sure tion allow Maxar to remain competi- Palo Alto, Pasadena and San Jose. Robin Riedel Dr. Vivek David Silver we deliver and move our bond matur- tive in a dynamic market for high- We have very robust capabilities— Partner, Saxena Vice President for ities out and start paying them down We’re the world world-leading robotics in Pasadena, Mckinsey & Managing Director, Civil Aviation, resolution imagery? Company Aerospace Industries fast. With the MDA deal, we’re able leader. 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52 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/awst SATELLITES > Starlink interference p. 56 New and upcoming LEO sats p. 58 Cleaning up space p. 59 BURGEONING LEO BELT > U.S. COMPANIES WANT TO FLY 58,000 SPACECRAFT BY 2030 > BETTER TRACKING NEEDED TO MANAGE SPACE TRAFFIC

Irene Klotz Washington

he way OneWeb founder Greg Wyler sees it, collisions in the increasingly crowded beltways circling low Earth orbit (LEO) are only a matter of time, but that is not stopping his company from staking a claim in the nascent Tindustry of broadband small satellite communications.

“It’s going to happen,” says Wyler. “Launch is getting LeoLabs, which operates its own network of ground- cheaper. Satellites are getting cheaper, and that means more based tracking radars to catalog space objects, later revised satellites. More satellites means there are going to be more the probability of impact to 1-in-1,000. The dead satellites collisions. To me, it feels like we’re now in the moment before ended up passing about 60 ft. from each other without in- an accident, when everything is going in slow motion.” cident. If they had crashed, computer simulations show an Crashes in orbit have happened before. On Feb. 10, 2009, additional 12,000 pieces of space debris could have been the decommissioned Russian military satellite Cosmos created, says Daniel Oltrogge, founder and administrator 2251 and the active Iridium 33 communications spacecraft of the Space Safety Coalition. smashed into one another 490 mi. above Siberia, adding Lucky breaks will likely become more elusive. The same more than 2,000 pieces of large debris fragments to the day that the derelict U.S. satellites crossed paths, SpaceX growing swarm of objects circling Earth. launched 60 more Starlink satellites into orbit, bolstering Ground-based radar systems are tracking more than a network in LEO that could reach more than 1,000 by the 23,000 objects in Earth orbit larger than 4 in. (10 cm) in end of the year. diameter. Only about 2,200 of those objects are active sat- In total, SpaceX plans to operate nearly 12,000 satel- ellites. NASA estimates the population of particles between lites in three orbital shells, with the constellation possibly 0.4-4 in. is approximately 500,000. The number of particles growing to 42,000 spacecraft. Starlink has been cleared for larger than 0.04 in. exceeds 100 million. operations in the U.S., with approximately 1,600 satellites in Like the Cosmos-Iridium crash, most of the debris is orbits 340 mi. above Earth, approximately 2,800 at 710 mi. unintentional, caused by exploding spent rocket bodies, and approximately 7,500 at 210 mi. SpaceX is aiming to breakups of defunct and failed satellites and upper-stage begin offering broadband internet service in the northern motors discarded after dispatching their spacecraft into U.S. and Canada this year and to roll out global coverage operational orbits. in 2021, says SpaceX President and Chief Operating Officer Thousands more pieces of debris were created by two Gwynne Shotwell. intentional impacts: China in 2007 and India in 2019 each de- They are not alone. A week after SpaceX’s Jan. 29 Star- stroyed one of their own satellites to test weapons systems. link launch, 34 OneWeb satellites reached orbit, joining six (The U.S. in 2008 destroyed one of its own relic satellites, launched in February 2019. OneWeb plans to fly batches of though the impact, which took place at a much lower altitude 32-36 satellites monthly through 2021 to build an initial net- than China’s 2007 strike, was characterized not as a military work of 648 spacecraft. Other companies designing or pro- exercise but to eliminate the chance that the spacecraft, posing LEO satellite constellations include Canada-based which contained a full tank of hydrazine fuel, would make Telesat, Boeing, Amazon, Kepler Communications, Theia an uncontrolled reentry over a populated area.) Satellite Network, LeoSat and Audacy, among others. Increasingly, satellite operators receive conjunction Not all will come to fruition, but predictions of 20,000 new warnings, though the data from currently available space satellites making their way into orbit over the next 10 years situational awareness systems often does not provide may not be far off the mark. Amazon’s planned Kuiper con- enough detail for flight teams to decide if, when and where stellation alone includes 3,236 satellites in low Earth orbit, to move their spacecraft—if they are maneuverable. with 784 at an altitude of 367 mi., 1,296 at 379 mi., and 1,156 A near-collision happened in January when two defunct U.S. at 391 mi., filings with the Federal Communications Com- satellites—the Infrared Astronomical Satellite and the Gravity mission and International Telecommunication Union show. Gradient Stabilization Experiment 4—initially had a 1-in-100 In just the U.S., companies have filed applications to op- chance of colliding 560 mi. (900 km) over Pittsburgh at 6:39 erate 58,000 new spacecraft in the next 10 years—15 times p.m. EST on Jan. 29, according to California-based LeoLabs, more than any other country and eight times more than all which issued a notice on Twitter three days beforehand. other countries combined, says Oltrogge.

54 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST SATELLITES > Starlink interference p. 56 New and upcoming LEO sats p. 58 Cleaning up space p. 59

Ground-based radars are tracking about 23,000 objects in Earth orbit, only about 2,200 of which BURGEONING LEO BELT are active satellites. > U.S. COMPANIES WANT TO FLY 58,000 SPACECRAFT BY 2030 > BETTER TRACKING NEEDED TO MANAGE SPACE TRAFFIC

Irene Klotz Washington he way OneWeb founder Greg Wyler sees it, collisions in the increasingly crowded beltways circling low Earth orbit (LEO) are only a matter of time, but that is not stopping his company from staking a claim in the nascent Tindustry of broadband small satellite communications.

ESA “It’s going to happen,” says Wyler. “Launch is getting LeoLabs, which operates its own network of ground- “The U.S. is all in on the bow wave of large constellation this critical point has come to pass, and there is enough cheaper. Satellites are getting cheaper, and that means more based tracking radars to catalog space objects, later revised initiatives, an investment that will lead to socioeconomic and human-generated orbital debris concentrated in the critical satellites. More satellites means there are going to be more the probability of impact to 1-in-1,000. The dead satellites technological progress in agriculture, banking, navigation, region in LEO, 430-560 mi., to create more debris even if no collisions. To me, it feels like we’re now in the moment before ended up passing about 60 ft. from each other without in- communications and Earth remote sensing, so we must en- new satellites were launched,” Brian Weeden, director of an accident, when everything is going in slow motion.” cident. If they had crashed, computer simulations show an sure the sustainability of space as a vital resource,” he says. program planning for the Secure World Foundation, wrote Crashes in orbit have happened before. On Feb. 10, 2009, additional 12,000 pieces of space debris could have been The U.S. and other governments are working to create a in testimony presented during a Feb. 11 House subcommit- the decommissioned Russian military satellite Cosmos created, says Daniel Oltrogge, founder and administrator regulatory environment conducive to the new business ven- tee hearing on space and aeronautics. 2251 and the active Iridium 33 communications spacecraft of the Space Safety Coalition. tures while keeping mindful of the potential consequences “Computer simulations conducted by six different space smashed into one another 490 mi. above Siberia, adding Lucky breaks will likely become more elusive. The same to economic, national security and human ventures in LEO agencies predict that this critical region [LEO] will see ad- more than 2,000 pieces of large debris fragments to the day that the derelict U.S. satellites crossed paths, SpaceX should the debris environment worsen. If the debris count ditional catastrophic collisions similar to Iridium-Cosmos growing swarm of objects circling Earth. launched 60 more Starlink satellites into orbit, bolstering every 5-9 years,” Weeden notes. Ground-based radar systems are tracking more than a network in LEO that could reach more than 1,000 by the Better data is needed to improve understanding of the 23,000 objects in Earth orbit larger than 4 in. (10 cm) in end of the year. crowded LEO environment, adds U.S. Rep. Brian Babin diameter. Only about 2,200 of those objects are active sat- In total, SpaceX plans to operate nearly 12,000 satel- (R-Texas). During the hearing, Babin echoed the White ellites. NASA estimates the population of particles between lites in three orbital shells, with the constellation possibly House’s call for the Commerce Department to take over the 0.4-4 in. is approximately 500,000. The number of particles growing to 42,000 spacecraft. Starlink has been cleared for role of space traffic management from the Defense Depart- larger than 0.04 in. exceeds 100 million. operations in the U.S., with approximately 1,600 satellites in ment. That proposal has not passed Congress. Like the Cosmos-Iridium crash, most of the debris is orbits 340 mi. above Earth, approximately 2,800 at 710 mi. “Orbital debris presents a growing threat to space opera- unintentional, caused by exploding spent rocket bodies, and approximately 7,500 at 210 mi. SpaceX is aiming to tions. Debris mitigation guidelines, standards, and policies breakups of defunct and failed satellites and upper-stage begin offering broadband internet service in the northern should be revised periodically, enforced domestically and motors discarded after dispatching their spacecraft into U.S. and Canada this year and to roll out global coverage adopted internationally to mitigate the operational effects operational orbits. in 2021, says SpaceX President and Chief Operating Officer of orbital debris,” President Donald Trump’s June 2018 Thousands more pieces of debris were created by two Gwynne Shotwell. Space Policy Directive-3 reads. intentional impacts: China in 2007 and India in 2019 each de- They are not alone. A week after SpaceX’s Jan. 29 Star- In addition to updating the country’s orbital debris mit- stroyed one of their own satellites to test weapons systems. link launch, 34 OneWeb satellites reached orbit, joining six igation policy, protocols are needed for the operation of (The U.S. in 2008 destroyed one of its own relic satellites, launched in February 2019. OneWeb plans to fly batches of large satellite constellations, rendezvous and proximity though the impact, which took place at a much lower altitude 32-36 satellites monthly through 2021 to build an initial net- operations, small satellites and other classes of space op- than China’s 2007 strike, was characterized not as a military work of 648 spacecraft. Other companies designing or pro- An impact by a piece of orbital debris completely pene- erations, the directive notes. NASA exercise but to eliminate the chance that the spacecraft, posing LEO satellite constellations include Canada-based trated the antenna dish of the Hubble Space Telescope, Since 1988, the official policy of the U.S. has been to which contained a full tank of hydrazine fuel, would make Telesat, Boeing, Amazon, Kepler Communications, Theia as recorded by the STS-82 shuttle crew during their minimize the creation of new orbital debris, including re- an uncontrolled reentry over a populated area.) Satellite Network, LeoSat and Audacy, among others. moving defunct satellites from operational orbits, either 1997 servicing mission. Increasingly, satellite operators receive conjunction Not all will come to fruition, but predictions of 20,000 new by lowering their altitude so they can be dragged back into warnings, though the data from currently available space satellites making their way into orbit over the next 10 years continues to climb, eventually an irreversible cascade of the atmosphere or by raising the altitude into nonopera- situational awareness systems often does not provide may not be far off the mark. Amazon’s planned Kuiper con- crashes could occur, posing a threat to satellites. tional, stable graveyard orbits. enough detail for flight teams to decide if, when and where stellation alone includes 3,236 satellites in low Earth orbit, The Kessler Syndrome, named after former NASA sci- “The many benefits we derive from space, and the wel- to move their spacecraft—if they are maneuverable. with 784 at an altitude of 367 mi., 1,296 at 379 mi., and 1,156 entist Donald Kessler who is credited with the concept, fare of our astronauts, spacecraft and commercial space A near-collision happened in January when two defunct U.S. at 391 mi., filings with the Federal Communications Com- posits that there will be a critical point when the density industry, are all on the line,” says Oltrogge. “Today’s U.S. satellites—the Infrared Astronomical Satellite and the Gravity mission and International Telecommunication Union show. of orbital debris leads to random collisions among other flight-safety capabilities are insufficient: They produce too Gradient Stabilization Experiment 4—initially had a 1-in-100 In just the U.S., companies have filed applications to op- pieces of debris. Those crashes, in turn, will generate more many false alarms to be considered decision-quality, and chance of colliding 560 mi. (900 km) over Pittsburgh at 6:39 erate 58,000 new spacecraft in the next 10 years—15 times litter at a faster rate than the amount of debris falling out the vast majority of lethal objects remain untracked. p.m. EST on Jan. 29, according to California-based LeoLabs, more than any other country and eight times more than all of orbit due to Earth’s atmospheric drag. “We’ve been lucky so far,” adds Oltrogge. “But the clock which issued a notice on Twitter three days beforehand. other countries combined, says Oltrogge. “There is now general consensus among scientists that is ticking.” c

54 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 55 SATELLITES

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The diagonal lines in this image of the NGC 5353/4 galaxy group are trails of re ected light left by more than 25 of the 60 SpaceX Starlink satellites as they passed Astronomers through a Lowell Observatory telescope’s eld of view on Sound Alarm May 25, 2019. SpaceX is testing darkening coatings to cut Over SpaceX the satellites’ re ectivity. brightest satellites are reaching a magnitude of 2.5, which Starlinks is about as bright as some stars in the Big Dipper constellation. Most of the Starlinks are more like magnitude 4-6, which is much fainter but still visible to the naked eye. The American Astronomical Society (AAS) is working with SpaceX to come up with a solution. Without mitiga- MAY 12-13, 2020 tion, studies show the bright streaks from passing Star- VICTORIA GIRGIS/LOWELL OBSERVATORY link satellites could a ect about one-third of the full-sky Belmond Charleston Place CONCERNS LOOM ABOUT UPCOMING surveys scheduled to begin in 2022 at the Vera C. Rubin > Observatory under construction in Chile. Charleston, SC FULLSKY SURVEY “SpaceX has been very receptive, very proactive in hold- > SPACEX NETWORK IS JUST THE BEGINNING ing roughly monthly telecoms with us,” says Je rey Hall, director of the Lowell Observatory in Arizona and chair Designed for LEADERS and DECISION-MAKERS from OEMs to supplier Irene Klotz Cape Canaveral of the AAS committee on light pollution, space debris and radio interference. tiers in the Aerospace Manufacturing Industry fter the fi rst batch of SpaceX Starlink satellites “They are on the record as saying that they want to reached orbit, astronomers soon spotted a glinting, solve the situation for astronomy. We are working to iden- Astar-like string of pearls draping across the twilight tify the targets they will need to hit . . . and then we’ll see The SpeedNews 8th Annual Aerospace Manufacturing Conference Topics focus on key components driving sky as sunlight bounced o the spacecraft train circling what happens,” Hall says. “We are making overtures to will bring together leading manufacturers and suppliers in the the industry: 273 mi. (434 km) above Earth. other companies as well, because clearly SpaceX is not aerospace industry to present updates and developments in The future of aerospace manufacturing The novelty quickly wore thin. Even after the satellites the only player in the fi eld.” Operations: systems integration and agile maneuvered 70 mi. higher to their operational orbits, the University of Michigan astronomer Patrick Spitzer adds: manufacturing operations, capabilities and processes, innovation manufacturing bright refl ections interrupted scientifi c studies. Six months “What surprised everyone—the astronomy community and within manufacturing, modern machining technologies, and How automation and digitalization will transform later, when the network doubled to 120 satel- SpaceX—was how bright their aerospace manufacturing industry automation. lites, astronomers grew more vocal. satellites are. We knew these How suppliers need to adopt and adapt to the new manufacturing era “I am in shock!” Clara Martinez-Vazquez, megaconstellations were com- Delegates will gain a full understanding of the latest trends, challenges and Implication of additive manufacturing when an astronomer with the Cerro Tololo In- ing, but based on the sizes and forecasts in the aerospace manufacturing industry, and be provided with implementing advanced manufacturing ter-American Observatory in Chile, wrote shapes of things currently in or- insider knowledge and examples of products that can have a direct impact on How can innovation around manufacturing on Twitter. “The huge amount of Starlink contribute to job creation and workforce diversity satellites crossed our skies tonight. Our Starlink satellites were loaded their operations and improve productivity and profitability. [dark energy camera] exposure was heavily into the payload fairing Who benefits from attending? a ected by 19 of them. The train of Starlink ahead of the rst launch of Equipment OEMs, sub-tier manufacturers, satellites lasted for over 5 min. Rather de- 60 spacecraft in May 2019. 81% 93% material and parts suppliers pressing. This is not cool.” Supply chain executives and senior decision By the time SpaceX launched a third batch bit, I thought maybe [they would makers of 60 Starlinks in January, one of them had be] eighth- or ninth-magnitude. First time Delegates report they Delegates report they would Strategic planning, marketing executives and would “likely” or “very likely” recommend a Conference business development leaders been coated with an undisclosed darkening We were not expecting second- attend another Conference. to a colleague or peer. Executives in production, operations, research treatment in an attempt to reduce its albedo. or third-magnitude in the parking & development, technology and engineering More tests are planned. orbits, and we certainly were not So far, SpaceX has launched 300 Starlink expecting fourth- or fi fth-magni- ShowCase Your Products or Services satellites into orbit, with more than 700 tude in the deployment orbits.” The ShowCase at SpeedNews’ Aerospace Manufacturing Conference is offering Sponsorships heading to the launchpad before the end of Starlink is just the beginning. Sponsorships enable you to promote your brand, a select number of manufacturing, technology and product/service providers the products and/or services on the expansive Aviation the year. The company could end up fl ying U.S. companies alone have asked opportunity to join this exclusive event. As a ShowCase sponsor, you will benefit from Week Network, and on-site throughout the Conference. more than 42,000 spacecraft to provide glob- the Federal Communications Customized sponsorships are also available. The earlier two days of networking, knowledge building and learning about trends, innovations al high-speed, low-latency internet services. Commission to approve more you begin your Sponsorship – the more valuable and issues affecting the global aerospace supply chain. it is! The Aviation Week Network averages more than Meanwhile, astronomers are still wait- than 58,000 satellites for opera- two million page views per month – that’s millions of ing—and hoping—SpaceX will make good tions over the next 10 years, with potential views of your logo if you start today! on its pledge to cut its satellites’ brightness. SAE companies including Amazon, NEW! Take the Stage. Impress the Audience. To become a Sponsor contact Joanna Speed, Managing Director, A&D Conferences at +1-310-857-7691. A video taken at astronomical twilight on Feb. 23 Facebook and other tech behemoths looking to develop Getting noticed is the initial step to selling into the industry. We are selecting three shows that the dark-coated satellite, nicknamed DarkSat, satellite broadband networks. organizations to demonstrate their latest innovation in front of senior leaders and remains among the brightest Starlinks, says Thierry Last month, NASA’s Space Science Education Consor- decision-makers. This is an unmatched opportunity to showcase your product to the Legault, an astrophotographer based outside Paris. “We tium launched a citizen science project to help document are still waiting for e ective albedo reduction measures, the population growth of satellites over time. The Satellite industry in a 5-minute pitch! and in the meantime the launches continue.” Streak Watcher project is open to anyone with a smart- At their final 342-mi.-high altitude, Legault says the phone camera: anecdata.org/projects/view/687 c 2901 28th Street, Suite 100 • Santa Monica, CA 90405, USA Register and Learn More at: Conf.Events/AMC Tel: +1-310-857-7691 • Email: [email protected] 5 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST SATELLITES

Reaktor Radio Actives LEO Satellite Bonanza Reaktor Hello World The U.S. Federal Communications Commission and International Tele- Fleet Space Technologies Centauri 1 communication Union have cleared the path for tens of thousands of satellites to operate in low Earth orbit, most in constellations intended to provide high-speed, DECEMBER global, low-latency internet service. Here’s a look at the broadband, remote-sens- Hiber Global Hiber 2 ing and other tech demos and initial operational spacecraft launched through 2019. Fleet Space Technologies Centauri 2 Aistech AISTECHSAT 2 HawkEye 360 Hawk A-C

2013 PLANET LABS 2017 JUNE OHB Italia SpA Eaglet-1 Sky and Space Global Diamond 1-3 Capella Space Capella 1 (Denali) Canon CE-SAT 1 Myriota BRIO Astrocast Astrocast 0.1 (Kiwi) AXELSPACE GRUS-1A 2019 APRIL-NOVEMBER GEOOPTICS JANUARY Planet (formerly Cosmogia) Kepler Communications Dove 1-4 Kepler 1 (KIPP) JULY JUNE GeoOptics CICERO 1-3 FEBRUARY O3b O3b FM1, 2, 4 and 5 OneWeb OneWeb L1-1-6 OCTOBER NOVEMBER Iridium Iridium NEXT 100, 107, 119, APRIL UrtheCast UrtheCast-1 122, 125, 129, 132, 133, 136, 139 Astrocast Astrocast 0.2 (Hawaii) NanoAvionics (partnered with Blink NOVEMBER Astro and Lacuna Space) M6P 2014 HEAD Aerospace HEAD 1 SatRevolution S.A. KrakSat JUNE Spire Global (formerly Nanosatisy) Lemur 1

2018 SATREVOLUTION Satellogic BugSat 1 JANUARY 2018-JULY 2019 2016 GHGSAT Orbital Micro Systems IOD-GEMS (IOD 1)

ICEYE JULY NSLComm NSLSat 1 ICEYE ICEYE-X1-X5 AUGUST JANUARY UnseenLabs BRO-1 Telesat LEO Vantage 1 Swarm Technologies SpaceBEE 1-4 NOVEMBER Earth-i (built by SSTL) Carbonite 2 Kepler Communications (also known as CBNT 2, EiX2, VividX2) Kepler 2 (CASE) KLEO Connect KL-Alpha A and B JUNE FEBRUARY GHGSat GHGSat D (Claire) SpaceX Starlink DECEMBER MicroSat 2a, 2b (Tintin A, B) Alba Orbital NOOR 1A, 1B SEPTEMBER (Unicorn 2B, 2C) Blacksky Global NOVEMBER Hera Systems 1HOPSAT TD Blacksky Global Pathfinder 1 Hiber Global Hiber 1 iQPS QPS-SAR 1 (Izanagi)

Source: Bryce Space and Technology 58 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST SATELLITES SATELLITES

Reaktor Radio Actives Tethers Unlimited has tested an LEO Satellite Bonanza Reaktor Hello World electrodynamic drag enhancement Fleet Space Technologies Centauri 1 The U.S. Federal Communications Commission and International Tele- device to deorbit LEO satellites. communication Union have cleared the path for tens of thousands of satellites to operate in low Earth orbit, most in constellations intended to provide high-speed, DECEMBER global, low-latency internet service. Here’s a look at the broadband, remote-sens- Hiber Global Hiber 2 than 16,000 objects bigger than 7 cm ing and other tech demos and initial operational spacecraft launched through 2019. Fleet Space Technologies Centauri 2 Cleaning and catalog more than 6,000, includ- Aistech AISTECHSAT 2 ing 35% of objects larger than 10 cm. By the 2028 time frame, more than HawkEye 360 Hawk A-C 32,000 objects bigger than 7 cm will 2013 PLANET LABS 2017 OHB Italia SpA Eaglet-1 Up JUNE be detected by the network, and more Sky and Space Global Diamond 1-3 Capella Space Capella 1 (Denali) than 19,500 cataloged, including 65% Canon CE-SAT 1 Myriota BRIO of those larger than 10 cm. Astrocast Astrocast 0.1 (Kiwi) One reason the Air Force is re - AXELSPACE GRUS-1A thinking a second Space Fence site is because space traffic management has become a commercial issue—and there is a growing industry providing 2019 space surveillance services. AGI has APRIL-NOVEMBER GEOOPTICS JANUARY operated the Commercial Space Op- Planet (formerly Cosmogia) Kepler Communications > BEACONS COULD PROVIDE erations Center since 2014, and in 2016 Dove 1-4 Kepler 1 (KIPP) AIRCRAFT-LIKE SELF-IDENTIFICATION Applied Defense Solutions (now part JULY of L3Harris Technologies) along with ExoAnalytic Solutions won contracts JUNE GeoOptics CICERO 1-3 FEBRUARY PASSIVE AND ACTIVE DEORBITING > to provide commercial SSA data to the SOLUTIONS AVAILABLE O3b O3b FM1, 2, 4 and 5 OneWeb OneWeb L1-1-6 National Space Defense Center. OCTOBER ExoAnalytic operates a global com- NOVEMBER Iridium Iridium NEXT 100, 107, 119, APRIL mercial network of 275 telescopes and a UrtheCast UrtheCast-1 122, 125, 129, 132, 133, 136, 139 Astrocast Astrocast 0.2 (Hawaii) TETHERS UNLIMITED space operations center that performs NanoAvionics (partnered with Blink Graham Warwick Washington tracking and cataloging. It is collaborating with Canadian startup NorthStar NOVEMBER Astro and Lacuna Space) M6P Will it take a colli- sensor site, Space Fence does not have Earth & Space, which plans a constel- HEAD Aerospace HEAD 1 SatRevolution S.A. KrakSat 2014 sion or two to make the power or coverage to continuously lation of 40 satellites equipped with hy- JUNE cleaning up space a track and maintain awareness of these perspectral and infrared sensors look- Spire Global (formerly Nanosatisy) priority for govern- small objects,” says the latest report by ing down to observe Earth and optical Lemur 1 ment and industry? the Pentagon’s director of operational cameras looking up to track more than

2018 SATREVOLUTION Satellogic BugSat 1 JANUARY 2018-JULY 2019 Several approaches test and evaluation. 30,000 objects in space. ONE IN A SERIES to debris mitigation Russia is improving its automated In November, in New Zealand, start- are making progress, and the debate space-hazard warning system, AS- up LeoLabs commissioned the third of 2016 is shifting from technical feasibility to POS, with space agency Roscosmos its six commercial space radars. The GHGSAT economic viability—arguably a great- adding opto-electronic sensor sites new S-band phased-array radar can Orbital Micro Systems er challenge. in Brazil and South Africa. Additional detect objects down to 2 cm, compared IOD-GEMS (IOD 1) Space situational awareness (SSA) sites will be added later this year in with 10 cm for the two UHF radars in is improving, revealing the scale of the Chile and Mexico. ASPOS can detect the U.S. It can track 250,000 objects, ICEYE JULY problem. The U.S. Air Force is close to objects down to 10-20 cm (3.9-7.9 in.) up from 12,000. LeoLabs will add a NSLComm NSLSat 1 declaring its Lockheed Martin-devel- in size. fourth radar this year near the equator ICEYE ICEYE-X1-X5 oped Space Fence operational. Locat- The Space Surveillance and Track- to improve coverage of low-inclination AUGUST ed on Kwajalein Atoll in the Marshall ing (SST) Consortium established by orbits, while the fifth and sixth radars Islands, this S-band phased-array ra- the European Union in 2015 has five will increase accuracy and revisit rates. JANUARY UnseenLabs BRO-1 dar replaces a VHF system decommis- surveillance and seven tracking ra- LeoLabs’ radars are shining new Telesat LEO Vantage 1 sioned in 2013. Able to detect smaller dars, four laser stations and 35 tele- light on the risks. “We are putting out Swarm Technologies SpaceBEE 1-4 NOVEMBER objects in low Earth orbit (LEO), the scopes—mostly in mainland Europe. alerts of debris-on-debris conjunc- Earth-i (built by SSTL) Carbonite 2 Kepler Communications Space Fence expands the uncued Rather than providing full autonomy tions,” says CEO Dan Ceperley. “These (also known as CBNT 2, EiX2, VividX2) Kepler 2 (CASE) detection and tracking capacity of for Europe, the SST is intended to have never been tracked before, and KLEO Connect KL-Alpha A and B the U.S. Space Surveillance Network complement the U.S. capability and there is a lot more of them than func- from around 20,000 objects to more avoid expensive duplication of effort. tional satellites. We see a very risky JUNE FEBRUARY than 100,000. “SSA represents a global and shared close approach every week.” A recent GHGSat GHGSat D (Claire) SpaceX Starlink DECEMBER A second site was planned in Aus- responsibility, where international close approach, within 50 m (165 ft.), MicroSat 2a, 2b (Tintin A, B) Alba Orbital NOOR 1A, 1B tralia but has not been funded. “Once collaboration remains a priority,” the involved an object in an elliptical orbit. SEPTEMBER (Unicorn 2B, 2C) Space Fence becomes operational, the consortium says. A collision “would have created debris Blacksky Global NOVEMBER Hera Systems 1HOPSAT TD number of tracked objects confirmed Europe’s SST network is being all through LEO,” he says. Blacksky Global Pathfinder 1 Hiber Global Hiber 1 iQPS QPS-SAR 1 (Izanagi) orbiting the Earth is expected to grow upgraded. By 2021, the consortium In addition to providing greater accu-

LOGO:ARTHOBBIT/UDEFINED UNDEFIND/WASTESOUL/MARYLOO-GETTY IMAGES LOGO:ARTHOBBIT/UDEFINED UNDEFIND/WASTESOUL/MARYLOO-GETTY significantly. However, with only one is expected to be able to detect more racy and faster updates that reduce the Source: Bryce Space and Technology 58 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST AviationWeek.com/AWST AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 59 SATELLITES

false alarms satellite operators must re- identification and position information there are options for those that fail or spond to, Ceperley says LeoLabs’ data up to 1,800-km orbits, Tiger says. lack propulsion and are in orbits from allows regulators to monitor operators’ In its response to the U.S. Federal which they will not reenter within compliance with their licenses. It can Communications Commission’s ongo- the 25-year post-mission limit now in also help with the emerging problem ing review of rules to mitigate orbital place. These range from passive deor- of satellites going unidentified and un- debris, KTi urged that commercial biting devices to active debris removal. claimed when multiple smallsats are spacecraft be required to implement Passive deorbiting of objects in low deployed on a single launch. independent onboard transponder and orbit typically involves increasing their With the limited battery capacity of tracking capabilities to “facilitate ap- drag so they reenter more quickly. cubesats, operators have only days to plications and analytics that mitigate Tethers Unlimited’s (TUI) Terminator establish communication and deploy collisions, improve satellite operator Tape deorbit module uses both aerody- the solar panels before a satellite is efficiency, and lower insurance premi- namic drag enhancement and passive lost. “Good tracking from Day One is ums across the industry.” electrodynamic drag to accelerate re- critical,” Ceperley says. With multiple In September 2018, the team de - moval of a satellite from orbit. deployments, it can take up to a month to establish a good track on an individual satellite. Radar data can help the operator pick out and connect with the correct satellite, he adds. There is discussion within the space community on requiring new satellites to be fitted with beacons, in the same way that aircraft and ships are equipped to self-identify. Small U.S. businesses NearSpace Launch and Tiger Innovations plan orbital demon- strations this year. NearSpace has developed the Black Box, a 5-oz. “patch” that attaches to the outside of a satellite and has a GPS re- ceiver, solar panel and low-data-rate radio. The company’s space-proven EyeStar radio communicates via the Globalstar constellation at 1,400-km (870-mi.) altitude—above most of LEO. This provides 24/7 connectivity with a latency of seconds, NearSpace says. The Black Box can provide a backup downlink for critical spacecraft data and continues to function after the satellite ceases to operate, even if it is tumbling. “So a long time after it dies, you know where it is and you don’t have to map out big tubes in orbit,” says Matt Voss, vice president of operations. NearSpace has been working with ployed and tracked SOARS on two Weighing less than 2 lb., the mod- the Air Force under small-business re- high-altitude balloons. Tiger also pro- ule was attached to the Prox-1 cubesat search contracts, and four Black Boxes vided a beacon for the first launch by launched in June 2019 under a U.S. Air are manifested for launch in 2020. The California-based launch vehicle start- Force Research Laboratory nanosatel- company is looking for commercial up Astra under the DARPA Launch lite program. In early September, TUI customers, and the space insurance Challenge. The orbital demonstration says, an automated timer on the Prox-1 industry “has shown a lot of interest,” was to be a key milestone toward activated the module, which deployed Voss says. “We are hoping something SOARS commercialization, planned a 230-ft.-long conductive tape. will be mandated. It would solve a lot for the end of this year, says Jen At- “We can see from observations by of the orbital debris problem.” kin, Tiger’s executive vice president the U.S. Space Surveillance Network Partnered with Keplerian Technol- of operations. The challenge ended that the satellite immediately began ogies (KTi) and supported by DARPA, on March 2 without a launch. What deorbiting over 24 times faster,” TUI Tiger Innovations is developing the happens next “will depend on Astra’s CEO Rob Hoyt said in January. As a Space Object Automated Reporting plans,” she says. next step, TUI is collaborating with System (SOARS) beacon. SOARS is While most of the new megaconstel- smallsat maker Millenium Space Sys- lightweight, compact and self-powered lations use satellites with propulsion tems, launch integrator TriSept and and can be integrated onto almost any systems that can be used to deorbit launch provider Rocket Lab on a LEO space object to provide both explicit the spacecraft at the end of their lives, flight experiment called Dragracer.

60 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST SATELLITES false alarms satellite operators must re- identification and position information there are options for those that fail or This will compare two identical satel- The Orbital Test Bed (OTB), a 140-kg capture of the client, both stable and spond to, Ceperley says LeoLabs’ data up to 1,800-km orbits, Tiger says. lack propulsion and are in orbits from lites, one using Terminator Tape. satellite built by General Atomics and tumbling. The servicer has a magnetic allows regulators to monitor operators’ In its response to the U.S. Federal which they will not reenter within An EU-funded research project, launched in June 2019 carrying pay- docking mechanism and the client a compliance with their licenses. It can Communications Commission’s ongo- the 25-year post-mission limit now in E.T. PACK (for Electrodynamic Teth- loads for the Air Force and NASA, is fit- docking plate. also help with the emerging problem ing review of rules to mitigate orbital place. These range from passive deor- er Technology for Passive Consum- ted with a drag-enhancing device, called Astroscale has been selected by the of satellites going unidentified and un- debris, KTi urged that commercial biting devices to active debris removal. able-less Deorbit Kit), is developing Roc Fall, developed by U.S. high-strain Japan Aerospace Exploration Agency claimed when multiple smallsats are spacecraft be required to implement Passive deorbiting of objects in low the Low Work-function Tether. This is composites specialist Roccor. Roc Fall for Phase I of the Commercial Removal deployed on a single launch. independent onboard transponder and orbit typically involves increasing their a long conductive tape that enables the is a rolled-up sail that unfurls under the of Debris Demonstration (CRD2) proj- With the limited battery capacity of tracking capabilities to “facilitate ap- drag so they reenter more quickly. spacecraft to deorbit or reboost using strain energy stored in its composite ect. Building on ELSA-d and planned cubesats, operators have only days to plications and analytics that mitigate Tethers Unlimited’s (TUI) Terminator reversible in-space propulsion free of spar. The OTB has two devices. for completion by the end of 2022, this establish communication and deploy collisions, improve satellite operator Tape deorbit module uses both aerody- consumables. The specially coated “It is not motorized,” says Roccor project will use a satellite to collect de- the solar panels before a satellite is efficiency, and lower insurance premi- namic drag enhancement and passive tether interacts passively with its envi- CEO Chris Pearson. “It is made to be tailed images of a spent H-IIA rocket lost. “Good tracking from Day One is ums across the industry.” electrodynamic drag to accelerate re- ronment to exchange momentum with scalable. We can tune the area of the upper stage. As a precursor to deorbit- critical,” Ceperley says. With multiple In September 2018, the team de - moval of a satellite from orbit. the Earth’s magnetosphere. The three- sail by changing the length of the coming the upper stage in Phase II, after deployments, it can take up to a month posite tube.” He sees a market to equip 2025, the goal is to show the motion, to establish a good track on an individ- “ESPA-class” small satellites in ellip- damage and deterioration of an object ual satellite. Radar data can help the tical orbits where there are two ways that has been left in orbit for a long operator pick out and connect with the to deorbit: expensive integration of a time with little data available. correct satellite, he adds. propulsion system or installation of a The European Space Agency (ESA) There is discussion within the space drag device with minimal impact on has set the spent Vespa upper stage community on requiring new satel- the rest of the satellite. from a 2013 Vega launch as the target lites to be fitted with beacons, in the A different deployable device is of- for its ClearSpace-1 ADR demonstra- same way that aircraft and ships are fered by Vestigo Aerospace, a spinoff tion mission by Swiss startup Clear- equipped to self-identify. Small U.S. from Purdue University. The Spin- Space. Planned for launch in 2025, the businesses NearSpace Launch and naker is a dragsail, and two versions ClearSpace-1 “chaser” will search for Tiger Innovations plan orbital demon- are in development. Spinnaker3, a flat and rendezvous with Vespa in 720-km strations this year. sail with 3-m-long booms, is in ground orbit then deploy curved arms to en- NearSpace has developed the Black testing for launch this year on the first close the upper stage. “It’s like tenta- Box, a 5-oz. “patch” that attaches to the Firefly Alpha rocket, and Spinnaker1, a cles that embrace the object because outside of a satellite and has a GPS re- pyramid sail with 1-m booms, is expect- you can capture it before you touch ceiver, solar panel and low-data-rate ed to be ready late this year. it . . . because if you touch the object radio. The company’s space-proven Spinnaker1 will be used on Purdue’s on one side, it will immediately drift EyeStar radio communicates via the Aerodynamic Deorbit Experiment, a away,” says Holger Krag, head of ESA’s Globalstar constellation at 1,400-km 1U cubesat to be deployed into geosta- Space Debris Office. (870-mi.) altitude—above most of LEO. tionary transfer orbit from a Centaur Once captured, the upper stage will This provides 24/7 connectivity with a upper stage on a future Atlas V launch. be secured close to the chaser’s body to latency of seconds, NearSpace says. “The expected orbital lifetime is 50- ensure they make a controlled reentry The Black Box can provide a back- 250 days following deployment of the together. On future missions, Clear- up downlink for critical spacecraft drag device,” says CEO David Spencer. Space intends to remove multiple piec- data and continues to function after Astroscale will inspect a spent “With no drag device, a standard 1U es of debris before the chaser space- the satellite ceases to operate, even if rocket upper stage under JAXA’s cubesat would remain in orbit for ap- craft burns up, with the goal of making it is tumbling. “So a long time after it commercial debris removal demo. proximately 2,500 days.” ADR available at affordable cost. dies, you know where it is and you don’t The European-funded RemoveDebris The economics of ADR—in oth- have to map out big tubes in orbit,” says ASTROSCALE mission was intended to deploy a drag- er words, launching a spacecraft to Matt Voss, vice president of operations. sail to accelerate reentry on completion capture a spacecraft—have yet to be NearSpace has been working with ployed and tracked SOARS on two Weighing less than 2 lb., the mod- year, €3 million ($3.3 million) project is of its on-orbit demonstration in March worked out. When Iridium deorbited the Air Force under small-business re- high-altitude balloons. Tiger also pro- ule was attached to the Prox-1 cubesat coordinated by Madrid’s Universidad 2019. The inflatable boom failed to de- its last functioning Block 1 satellite at search contracts, and four Black Boxes vided a beacon for the first launch by launched in June 2019 under a U.S. Air Carlos III and involves Spain’s Sener ploy, but the focus was on active debris the end of 2019, CEO Matt Desch was are manifested for launch in 2020. The California-based launch vehicle start- Force Research Laboratory nanosatel- and Fraunhofer of Germany. removal (ADR). The mission success- asked if he would pay to remove the company is looking for commercial up Astra under the DARPA Launch lite program. In early September, TUI Airbus Defense and Space is devel- fully demonstrated vision-based naviga- remaining 30 defunct spacecraft from customers, and the space insurance Challenge. The orbital demonstration says, an automated timer on the Prox-1 oping a commercial device based on tion for rendezvous and proximity oper- orbit. “Sure, for a low enough cost. industry “has shown a lot of interest,” was to be a key milestone toward activated the module, which deployed the prototype Innovative Deorbiting ations, as well as both net and harpoon $10K each?” he tweeted. “You know at Voss says. “We are hoping something SOARS commercialization, planned a 230-ft.-long conductive tape. Aerobrake System (IDEAS) tested capture mechanisms. what point it’s a no-brainer, but [I] ex- will be mandated. It would solve a lot for the end of this year, says Jen At- “We can see from observations by by French space agency CNES on Future ADR missions are focused pect the cost is really in the millions or of the orbital debris problem.” kin, Tiger’s executive vice president the U.S. Space Surveillance Network the MicroSCOPE satellite. The 12-kg on developing commercial services. tens of millions, at which price I know Partnered with Keplerian Technol- of operations. The challenge ended that the satellite immediately began (26-lb.) IDEAS was activated at the Japanese startup Astroscale plans to it doesn’t make sense.” ogies (KTi) and supported by DARPA, on March 2 without a launch. What deorbiting over 24 times faster,” TUI end of the minisatellite’s mission in launch its ELSA-d end-of-life services Short of governments mandating Tiger Innovations is developing the happens next “will depend on Astra’s CEO Rob Hoyt said in January. As a September 2018, deploying two sail- demonstration this year. The 180-kg self-identification or active removal in Space Object Automated Reporting plans,” she says. next step, TUI is collaborating with equipped inflatable aluminum booms. servicer and 20-kg client satellites will the wake of an orbital collision, clos- System (SOARS) beacon. SOARS is While most of the new megaconstel- smallsat maker Millenium Space Sys- Imaging by Fraunhofer’s TIRA space be launched stacked together, then ing the business case for these tech- lightweight, compact and self-powered lations use satellites with propulsion tems, launch integrator TriSept and radar confirmed their correct deploy- separate in orbit at around 550 km. nologies with fleet operators such as and can be integrated onto almost any systems that can be used to deorbit launch provider Rocket Lab on a LEO ment at a specific alignment angle to The servicer will then demonstrate Iridium is the challenge facing the space object to provide both explicit the spacecraft at the end of their lives, flight experiment called Dragracer. maximize drag. search, inspection, rendezvous and industry. c

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TOMORROW’S TECHNOLOGY LEADERS TWENTIES 20 Lindsay Bjerregaard Chicago s aircraft become more electric, engines become more e cient and spacecraft seek to conquer new frontiers, the aerospace and defense industry needs fresh ideas from younger generations that grew up with a passion for sustainability and innovative technologies. Through the annual 20 Twenties program, the Aviation Week ANetwork and the American Institute of Aeronautics and Astronautics (AIAA) AIAA 20 Twenties Judges recognize young, rising stars within the industry. Top students working to solve aerospace challenges are nominated by universities around the world, and a Mary Lynne Dittmar judging panel comprised of hiring managers, engineers and academics selects President and CEO, Coalition for Deep 20 exceptional winners. Nominees are evaluated based on academic perfor- Space Exploration mance, civic contribution and the value of their research or design projects. Now in its eighth year, the 20 Twenties program received nominations Kevin Duda from nearly 50 schools across seven countries, including 17 new ones. Several Principal Engineer and Group Lead, winners have served as leaders at their universities in helping students from The Charles Stark Draper Laboratory diverse cultural backgrounds achieve better access to science, technology, en- Lori Garver gineering and mathematics (STEM) education and opportunities. Founder, Brooke Owens Fellowship As honoree Emily Beckman explains: “One of the biggest problems in the sciences today is that we have a tendency to treat science as inaccessible to Daniel Jensen certain people. This not only shuts people out from the opportunity for support Head of Engineering for Services, to pursue science, but also manifests into a culture conditioned to fear science Propulsion and Power, Rolls-Royce as something that’s untrustworthy or incomprehensible.” Joe Landon One area of STEM outreach on which this year’s winners are heavily focused Vice President Advanced Programs, is women’s representation in aerospace. Not only were more than half of 2020’s Lockheed Martin winners female, but many of the students have volunteered their time with organizations and nonproﬁ ts devoted to increasing women’s representation Kurt Polzin and interest in STEM. Research and Development Engineer, In addition to highlighting the importance of diversity in aerospace, this NASA Marshall Space Flight Center year’s group of students emphasized the need for fearlessness and persistence Timoth ee Pourpoint in the face of failure. Winners engaged with other students to advise, mentor Associate Professor, Purdue University and inspire academic resilience, including a student-run initiative at the Mas- sachusetts Institute of Technology dedicated to destigmatizing failure. Laura Richard “A test failure is not a reason to give up but a reason to take what you’ve Mission Manager, U.S. Air Force learned and continue forward,” says honoree Jane Gillette. “Sometimes, a proj- Program O ce, United Launch Alliance ect gets scrapped. Sometimes, a test doesn’t go how you want it to. But that provides motivation to continue, to succeed and to do great things.” Craig Willis According to AIAA Executive Director Dan Dumbacher, new ideas and per- Project Engineer, spectives from this year’s winners will make a mark on the future of aerospace. Gulfstream Aerospace Corp. “We can expect them to bring fresh ideas to the challenges facing us both here on Earth and beyond our Solar System,” he notes. “We look forward to following their accomplishments and how they shape the future of aeronautics and astronautics.” The winners will be recognized during the 20 Twenties Awards Luncheon

CLOTARTETT AES CLOTARTETT and Aviation Week’s 63rd Annual Laureates Awards on March 12 in Washington .

6 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/at 20 TWENTIES Emily Beckman Graduate Student, Aeronautics and Astronautics • Class of 2020 • Purdue University B.S. Aerospace Engineering • Class of 2018 • University of Tennessee, Knoxville After two internships at NASA’s Goddard Space Flight Center, Beckman was selected as a NASA Space Technology Research Fellow. Her research for the fellowship and her master’s TOMORROW’S TECHNOLOGY LEADERS degree at Purdue focus on modeling slosh in small-satellite conformal tanks. During her undergraduate studies, Beckman interned at the NASA Marshall Space Flight Center Space Hardware and Robotics Academy, where she researched future additive TWENTIES manufacturing improvements needed to make reliable 3D-printed replacement parts for the International Space Station’s life-support system. Beckman has volunteered with the Space Public Outreach Team and Letters to a Prescientist Lindsay Bjerregaard Chicago Program to improve youth STEM outreach.

Valerie Bernstein M.S. Aerospace Engineering Sciences • Class of 2019 • University of Colorado Boulder 20 B.S. Astronomy and Astrophysics • Class of 2017 • Villanova University s aircraft become more electric, engines become more e cient and During her studies, Bernstein focused on researching how space weather a ects Earth and spacecraft seek to conquer new frontiers, the aerospace and defense technology in space, including how to improve modeling and forecasting capabilities for industry needs fresh ideas from younger generations that grew up with a passion for sustainability and innovative technologies. atmospheric drag. She was selected for fellowships at the National Science Foundation Through the annual 20 Twenties program, the Aviation Week and Los Alamos National Laboratory. ANetwork and the American Institute of Aeronautics and Astronautics (AIAA) Bernstein is passionate about promoting science and making it more accessible to the public. AIAA 20 Twenties Judges recognize young, rising stars within the industry. Top students working to solve To further these e orts, she serves as director for the University of Colorado (CU) Boulder’s aerospace challenges are nominated by universities around the world, and a Mary Lynne Dittmar STEMinar organization to promote interdisciplinary science communication, and she volunteers judging panel comprised of hiring managers, engineers and academics selects President and CEO, Coalition for Deep as a CU Science Ambassador to create space weather-related activities for youth outreach events. 20 exceptional winners. Nominees are evaluated based on academic perfor- Space Exploration mance, civic contribution and the value of their research or design projects. Now in its eighth year, the 20 Twenties program received nominations Kevin Duda from nearly 50 schools across seven countries, including 17 new ones. Several Principal Engineer and Group Lead, The Charles Stark Draper Laboratory winners have served as leaders at their universities in helping students from Kate Byrd diverse cultural backgrounds achieve better access to science, technology, en- Lori Garver M.S. Engineering Sciences • Class of 2019 • Harvard University gineering and mathematics (STEM) education and opportunities. Founder, Brooke Owens Fellowship B.S. Bioengineering • Class of 2015 • Clemson University As honoree Emily Beckman explains: “One of the biggest problems in the Daniel Jensen sciences today is that we have a tendency to treat science as inaccessible to As an associate technical sta er at the MIT Lincoln Laboratory, Byrd is researching miniature Head of Engineering for Services, certain people. This not only shuts people out from the opportunity for support antenna designs to enable smaller systems with higher data speeds for Earth-to-space and satel- to pursue science, but also manifests into a culture conditioned to fear science Propulsion and Power, Rolls-Royce lite-to-satellite communications. She received a Lincoln Scholar award to pursue her Master’s degree as something that’s untrustworthy or incomprehensible.” Joe Landon at Harvard and was selected for the National Science Foundation’s Graduate Research Fellowship One area of STEM outreach on which this year’s winners are heavily focused Vice President Advanced Programs, Program and the Draper Fellow Program. is women’s representation in aerospace. Not only were more than half of 2020’s Lockheed Martin winners female, but many of the students have volunteered their time with To spread her passion about diversity in engineering, Byrd has mentored freshmen girls through organizations and nonproﬁ ts devoted to increasing women’s representation Kurt Polzin Clemson’s Women in Science and Engineering program and volunteered with the Junior League of and interest in STEM. Research and Development Engineer, Boston. She also serves as chief operating o cer of Girls Who Build, organizing workshops for high NASA Marshall Space Flight Center In addition to highlighting the importance of diversity in aerospace, this schoolers with topics ranging from photography and music to climate change. year’s group of students emphasized the need for fearlessness and persistence Timoth ee Pourpoint in the face of failure. Winners engaged with other students to advise, mentor Associate Professor, Purdue University and inspire academic resilience, including a student-run initiative at the Mas- sachusetts Institute of Technology dedicated to destigmatizing failure. Laura Richard Katherine Carroll “A test failure is not a reason to give up but a reason to take what you’ve Mission Manager, U.S. Air Force M.S. Aeronautical and Astronautical Engineering • Class of 2021 learned and continue forward,” says honoree Jane Gillette. “Sometimes, a proj- Program O ce, United Launch Alliance Massachusetts Institute of Technology ect gets scrapped. Sometimes, a test doesn’t go how you want it to. But that B.S. Aerospace Engineering • Class of 2019 • University of Illinois Urbana-Champaign provides motivation to continue, to succeed and to do great things.” Craig Willis According to AIAA Executive Director Dan Dumbacher, new ideas and per- Project Engineer, With a passion for giving back to the community, Carroll has participated in programs Gulfstream Aerospace Corp. spectives from this year’s winners will make a mark on the future of aerospace. such as Habitat for Humanity and Entrepreneurs Without Borders and mentored “We can expect them to bring fresh ideas to the challenges facing us both here on engineering students as president of her university’s Women in Aerospace organization. Earth and beyond our Solar System,” he notes. “We look forward to following their She has interned at SpaceX, NASA’s Jet Propulsion Laboratory and The Aerospace accomplishments and how they shape the future of aeronautics and astronautics.” Corp. As technical project manager at the Illinois Space Society, she led a team of undergraduate students to design, The winners will be recognized during the 20 Twenties Awards Luncheon manufacture and test a sharp-edge detection and suppression device for NASA’s Micro-G Next Challenge. CLOTARTETT AES CLOTARTETT and Aviation Week’s 63rd Annual Laureates Awards on March 12 in Washington . At MIT, Carroll is researching socio-technical system performance and its applications within aerospace and defense.

6 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/at AviationWeek.com/at AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 6 20 TWENTIES

Sean Devey Graduate Student, Aerospace Engineering • Class of 2020 • The University of Alabama B.S. Aerospace Engineering • Class of 2018 • The University of Alabama In his graduate studies, Devey is using technology inspired by the microstructure of the shortfin mako shark’s skin to improve efficiency, controllability and noise reduction of aerodynamic surfaces. He believes future iterations of his microflap prototypes could be integrated into a variety of aerospace vehicles. The project has received funding from Boeing, the U.S. Army and the National Science Foundation. Devey interned at Boeing and MIT’s Lincoln Laboratory and served as vice president for the Tuska UAV team at Alabama, which created open workshops for students on topics such as 3D printing, aircraft design and avionics. He has volunteered with several organizations devoted to renovating or constructing homes for impoverished communities.

Paula do Vale Pereira M.S. Aeronautics and Astronautics • Class of 2019 • Massachusetts Institute of Technology M.S. Thermal Science and Engineering • Class of 2017 • Federal University of Santa Catarina B.S. Business and Management • Class of 2015 • State University of Santa Catarina B.S. Mechanical Engineering • Class of 2014 • Federal University of Santa Catarina At MIT, do Vale Pereira has served as mechanical system lead for a deformable mirror demonstration mission cubesat and a folded lightweight positioning system, both of which are aimed at better exoplanet detection methods. She has received the Amelia Earhart Fellowship and was chosen as one of MIT’s Graduate Women of Excellence. She serves as mentoring and outreach director in MIT’s Graduate Women in Aerospace Engineering group. She has also developed several nongovernmental organizations in Brazil to help underprivileged students.

S. Reza Fattahi M. Graduate Student, Aerospace Kanika Gakhar Engineering • Class of 2020 Graduate Student, Aeronautics Sharif University of Technology and Astronautics Engineering B.S. Aerospace Engineering Class of 2020 • Massachusetts Class of 2017 • Sharif University Institute of Technology of Technology B.S. Aerospace Engineering Class of 2018 • Texas A&M University As treasurer of the university’s student environmental group, Fattahi As a researcher in MIT’s Gas Turbine Lab and a became interested in sustainable former Whittle Fellow at Rolls-Royce, Gakhar is solutions for aviation such as electric vertical-take- working to make aircraft engines more efficient by o -and-landing (eVTOL) transportation systems. That led studying the effects of combustor turbulence on to his master’s thesis work: designing a robust control sys- high-pressure turbine performance. She also has tem for urban transportation eVTOLs. As project advisor, researched the aeromechanics of natural flapping he helped lead his team to ﬁ rst place in last year’s AIAA flight through the development of a hover-capable Graduate Team Aircraft Design Competition. robotic hummingbird. He established the aerospace engineering depart- She has interned at SpaceX and Boeing. ment’s student o ce for aerospace design competitions, Gakhar’s passion for mentoring led her to where he mentors and pursues company sponsorships organize workshops at MIT, including an effort for student teams. He has interned at Farsco Aviation to destigmatize failure and inspire academic resil- Maintenance, Repair and Overhaul Center and works ience. She is working to form a startup that uses part time as a conﬁ guration development engineer at satellite and UAV-based systems to help provide SAMAD Aerospace, where he is helping develop the internet access and monitor climate and health company’s Starling Jet concept. factors in remote and developing areas.

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Sean Devey Shannon Gatta Graduate Student, Aerospace Engineering • Class of 2020 • The University of Alabama Undergraduate Student, Informatics • Class of 2020 • University of Washington B.S. Aerospace Engineering • Class of 2018 • The University of Alabama While serving as an intelligence analyst in the U.S. Vietnam with PeaceTrees this fall to teach how to safely In his graduate studies, Devey is using technology inspired by the microstructure of the Army National Guard, Gatta interned at NASA’s excavate bombs. shortfin mako shark’s skin to improve efficiency, controllability and noise reduction of aerody- Johnson Space Center and Langley Research Center, Gatta’s passion for data science and cultivating youth namic surfaces. He believes future iterations of his microflap prototypes could be integrated Stratolaunch and Ball Aerospace. At Ball, she is interest in STEM has led her to volunteer with Girls into a variety of aerospace vehicles. The project has received funding from Boeing, the U.S. conducting research with United Launch Alliance to Who Code, Seattle App Academy and Washington Army and the National Science Foundation. create their ﬁ rst mission-capable deployment of Space Grant. She was selected as the ﬁ rst Devey interned at Boeing and MIT’s Lincoln Laboratory and served as vice president a UAV from a rocket payload. astronaut candidate for The Out Astronaut for the Tuska UAV team at Alabama, which created open workshops for students on topics such as 3D printing, She also serves as an ambassador for Mi- Project, which is working to train and send aircraft design and avionics. He has volunteered with several organizations devoted to renovating or constructing nority Veterans of America and will travel to an openly LGBTQ+ person into space. homes for impoverished communities.

Alexis Hepburn Paula do Vale Pereira Undergraduate Student, Aerospace Engineering M.S. Aeronautics and Astronautics • Class of 2019 • Massachusetts Institute of Technology Jane Gillette Class of 2020 • Embry-Riddle Aeronautical University M.S. Thermal Science and Engineering • Class of 2017 • Federal University of Santa Catarina Undergraduate Student, Aerospace B.S. Business and Management • Class of 2015 • State University of Santa Catarina Engineering & Mechanics • Class of Hepburn initiated Embry-Riddle’s first on-campus B.S. Mechanical Engineering • Class of 2014 • Federal University of Santa Catarina 2020 • The University of Alabama electric propulsion research, serving as primary researcher to design, manufacture and test a miniatur- At MIT, do Vale Pereira has served as mechanical system lead for a deformable mirror demon- Gillette has interned at the Challenger ized, single-stage Stationary Plasma Thruster-type Hall stration mission cubesat and a folded lightweight positioning system, both of which are aimed Learning Center, NASA’s Science thruster. She has presented her research on the pocket- at better exoplanet detection methods. She has received the Amelia Earhart Fellowship and Mission Directorate and United Launch sized Hall thruster at three international conferences, was chosen as one of MIT’s Graduate Women of Excellence. Alliance—where she worked to train the including the American Institute of Aeronautics and She serves as mentoring and outreach director in MIT’s Graduate Women in Aerospace Ascent team to sit on console during the Boeing Astronautics Propulsion and Energy Forum. Engineering group. She has also developed several nongovernmental organizations in Brazil to Starliner Commercial Flight Test and NASA Hepburn has interned at Honeywell Aerospace, help underprivileged students. Artemis missions. Gillette also serves as project manager and lead systems engineer for the Ala- Raytheon Missile Systems, Boeing Defense, Space bama Rocket Engineering Systems team, which and Security and the Seattle Museum is designing, testing and building a two-stage of Flight, where she volunteered to S. Reza Fattahi M. solid-fuel rocket to launch to 100,000 ft. mentor students and increase young Graduate Student, Aerospace Kanika Gakhar In addition to volunteer work with Habitat for women’s interest in aerospace and Graduate Student, Aeronautics Engineering • Class of 2020 Humanity and Alabama’s STEM Path to MBA STEM. She currently serves as an and Astronautics Engineering Sharif University of Technology Program outreach efforts, Gillette has worked academic mentor with Embry- Class of 2020 • Massachusetts B.S. Aerospace Engineering with the Tuscaloosa Rocketry Challenge to teach Riddle’s College of Engineering Institute of Technology Class of 2017 • Sharif University middle school students about space and rocketry. and as a career services and of Technology B.S. Aerospace Engineering corporate relations peer advi- Class of 2018 • Texas A&M University sor for the university. As treasurer of the university’s student environmental group, Fattahi As a researcher in MIT’s Gas Turbine Lab and a became interested in sustainable former Whittle Fellow at Rolls-Royce, Gakhar is working to make aircraft engines more efficient by solutions for aviation such as electric vertical-take- Chloe Johnson o -and-landing (eVTOL) transportation systems. That led studying the effects of combustor turbulence on high-pressure turbine performance. She also has Graduate Student, Aerospace Engineering • Class of 2020 • The University of Texas at to his master’s thesis work: designing a robust control sys- Austin • B.S. Engineering Mechanics • Class of 2018 • University of Wisconsin-Madison tem for urban transportation eVTOLs. As project advisor, researched the aeromechanics of natural flapping he helped lead his team to ﬁ rst place in last year’s AIAA flight through the development of a hover-capable Johnson is working to improve understanding of the next generation of eVTOL aircraft Graduate Team Aircraft Design Competition. robotic hummingbird. through her graduate research, which aims to validate the airworthiness of experimental He established the aerospace engineering depart- She has interned at SpaceX and Boeing. designs and improve rotor aeroacoustics to reduce noise. She is investigating the perfor- ment’s student o ce for aerospace design competitions, Gakhar’s passion for mentoring led her to mance and acoustics of coaxial, co-rotating rotors for eVTOL aircraft and is sharing the where he mentors and pursues company sponsorships organize workshops at MIT, including an effort results of her experiments with Uber Technologies—the project’s funder—and the U.S. for student teams. He has interned at Farsco Aviation to destigmatize failure and inspire academic resil- Army Research Laboratory. Maintenance, Repair and Overhaul Center and works ience. She is working to form a startup that uses As president of the Graduate Ladies of Aerospace and Mechanics organization, Johnson part time as a conﬁ guration development engineer at satellite and UAV-based systems to help provide is working to increase diversity in her university’s aerospace department. She also has SAMAD Aerospace, where he is helping develop the internet access and monitor climate and health organized a STEM career fair for female students from low-income backgrounds. company’s Starling Jet concept. factors in remote and developing areas.

6 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/at AviationWeek.com/at AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 6 20 TWENTIES

Michelle Lin Undergraduate Student, Dual B.S. Aerospace Engineering Sciences and Applied Mathematics • Class of 2021 • University of Colorado Boulder Lin’s bioastronautics research has focused on the applications of alternative reality technology within spacecraft habitat design. Through a NASA-funded virtual reality project, she readapted gaming software to create an augmented reality habitat and worked directly with NASA to develop a hybrid-reality spacecraft airlock. She is now designing a project to consider the effects of architectural and interior design principles on spatial awareness and perception in spacecraft habitat. Lin founded the university’s chapter of Women of Aeronautics and Astronautics. She received the Women in Aerospace Foundation Scholarship and was chosen for the Brooke Owens Fellowship. Lin also volunteers with campus STEM outreach efforts.

Victoria Pellerito Julia Mihaylov B.S. Mechanical Engineering • Class of 2020 Graduate Student, Space Lawrence Technological University Systems Engineering Pellerito was the lead undergraduate researcher on Class of 2021 • Johns a project to develop a ﬂ apping-wing robot with three Hopkins University di erent modes of elastic wing-connections. She also B.S. Aerospace Engineering participated in two projects through the New Mexico Class of 2019 • Embry- Institute of Mining and Technology, designing an autono- Riddle Aeronautical University mous ﬂ ight system for exploration of Titan and examining During her undergraduate research, the e ects of heated bound- Mihaylov served as co-lead of the Julia Language Ephemeris ary layers found in nature. and Physical Constants Reader project through NASA’s Jet She is the captain of Propulsion Laboratory. Her work directly aided JPL’s flight Lawrence Technological project Psyche and led to a part-time position at JPL sup- University’s SAE Aero porting the Europa Clipper mission. Design Team, which is Mihaylov was chosen for the Brooke Owens Fellowship— working to develop a short through which she interned at The Aerospace Corp.—and takeo -and-landing aircraft now is an alumni mentor to recent recipients of the fellow- with a 10-ft. wingspan while ship. She served as editor-in-chief of the Horizons newspaper aiming to carry as much at Embry-Riddle, student vice president of Phi Kappa Phi payload as possible. In Honor Society and chapter president for the Alpha Xi Delta addition to serving as a mathematics and engineering Fraternity of Women. tutor, she promotes STEM as chapter president of the Tau Beta Pi and Pi Tau Sigma honor societies.

Ethan Plaehn Graduate Student, Aeronautical and Astronautical Engineering • Class of 2022 Purdue University • B.S. Aeronautical and Astronautical Engineering • Class of 2019 Purdue University Plaehn’s passion for developing advanced propulsion concepts grew from an internship at Aerojet Rocketdyne and a lead propulsion role in a Boeing program to research the fundamental properties of detonation propagation under ﬂ ow conditions present in a rotating detonation engine (RDE). He is working to design a modular RDE—technology with the potential to improve the e ciency of modern combustion devices. He also has developed and taught classes to high school seniors about subjects such as engineering design, 3D printing and robotics. Plaehn is a member of the Sigma Gamma Tau honor society and a private pilot.

66 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/at 20 TWENTIES Simon Shuham Gautham M.S. Aerospace Engineer- Viswaroopan Michelle Lin ing • Class of 2019 M.S. Aerospace Engineering Undergraduate Student, Dual B.S. Aerospace Engineering Sciences and Applied University of Colorado Sciences • Class of 2019 Mathematics • Class of 2021 • University of Colorado Boulder Boulder University of Colorado Boulder Lin’s bioastronautics research has focused on the applications of alternative reality B.S. Mechanical Engi- B.S. Mechanical Engineering technology within spacecraft habitat design. Through a NASA-funded virtual reality neering • Class of 2017 Sciences • Class of 2017 project, she readapted gaming software to create an augmented reality habitat and Harvard College University of Colorado Boulder worked directly with NASA to develop a hybrid-reality spacecraft airlock. She is now During his undergraduate Viswaroopan is working to designing a project to consider the effects of architectural and interior design princi- research, Shuham completed develop electric-field (E-field) ples on spatial awareness and perception in spacecraft habitat. a project to design and test a deploy- antennas for spacecraft, including serving as project manager Lin founded the university’s chapter of Women of Aeronautics and Astronautics. able 0.5-m (1.6-ft.) radio antenna dish for cubesats for of the cubesat Compact Spaceborne Magnetic Observatory She received the Women in Aerospace Foundation Scholarship and was chosen for a small-satellite startup company. He has worked as a and designing more optimal E-field antennas. He has already the Brooke Owens Fellowship. propulsion systems design engineer at United Launch completed a rocket deck segment of the Rapid Active Plasma Lin also volunteers with campus STEM outreach efforts. Alliance and now is a propulsion engineer at Blue Sounder, which will launch in July. Origin, where he is helping to develop and design the The challenges of being an international student led him BE-3U engine on the New Glenn rocket second stage. to become an International Ambassador at the University of Victoria Pellerito Shuham serves on the board of the AIAA’s Pacific Colorado Boulder and the international chair of SEDS Earth, Julia Mihaylov B.S. Mechanical Engineering • Class of 2020 Northwest chapter and on the Seattle Museum of where he has grown the organization’s international chapters Graduate Student, Space Lawrence Technological University Flight’s Future Leaders team. He founded Harvard’s by 26 countries. He is leading SEDS’ GravityGames 2.0 initia- Systems Engineering chapter of Students for the Exploration and Develop- Pellerito was the lead undergraduate researcher on tive, in which international students will compete to design Class of 2021 • Johns ment of Space and spent a summer cycling across the a project to develop a ﬂ apping-wing robot with three inventions that astronauts could make on a 3D printer aboard Hopkins University country with Spokes America to teach STEM courses di erent modes of elastic wing-connections. She also the International Space Station. B.S. Aerospace Engineering to hundreds of students. participated in two projects through the New Mexico Class of 2019 • Embry- Institute of Mining and Technology, designing an autono- Riddle Aeronautical University mous ﬂ ight system for exploration of Titan and examining During her undergraduate research, the e ects of heated bound- Laura Yenchesky Mihaylov served as co-lead of the Julia Language Ephemeris ary layers found in nature. B.S. Mechanical Engineering • Class of 2019 lowing internships at Millennium Space Systems, and Physical Constants Reader project through NASA’s Jet She is the captain of Massachusetts Institute of Technology Propulsion Laboratory. Her work directly aided JPL’s flight Lawrence Technological Orbital ATK and Aurora Flight Sciences, she now project Psyche and led to a part-time position at JPL sup- University’s SAE Aero As an undergraduate researcher at MIT’s works full time as a mechanical systems engineer porting the Europa Clipper mission. Design Team, which is Space Telecommunications, Astronomy and at Aurora Flight Sciences. Mihaylov was chosen for the Brooke Owens Fellowship— working to develop a short Radiation Laboratory, Yenchesky led design Yenchesky served as team coach on the MIT through which she interned at The Aerospace Corp.—and takeo -and-landing aircraft and analysis efforts for NASA’s CubeSat Gordon Engineering Leadership Program and as now is an alumni mentor to recent recipients of the fellow- with a 10-ft. wingspan while Laser Infrared Crosslink mission, which aims professional development chair for MIT Women ship. She served as editor-in-chief of the Horizons newspaper aiming to carry as much to demonstrate the first full-duplex laser in Aerospace Engineering. She was also captain at Embry-Riddle, student vice president of Phi Kappa Phi payload as possible. In communications crosslink between two of MIT’s Sport Pistol Team, which won the Honor Society and chapter president for the Alpha Xi Delta addition to serving as a mathematics and engineering nanosatellites in low Earth orbit. Fol- 2019 National Collegiate Championships. Fraternity of Women. tutor, she promotes STEM as chapter president of the Tau Beta Pi and Pi Tau Sigma honor societies.

Ethan Plaehn David Zuehlke Graduate Student, Aeronautical and Astronautical Engineering • Class of 2022 M.S. Aerospace Engineering • Class of 2019 • Embry-Riddle Aeronautical Purdue University • B.S. Aeronautical and Astronautical Engineering • Class of 2019 University • B.S. Engineering • Class of 2017 • Bob Jones University Purdue University Zuehlke’s research on optical orbit estimation with small telescopes seeks to pro- Plaehn’s passion for developing advanced propulsion concepts grew from an internship at Aerojet vide an inexpensive way to keep track of the growing number of satellites in orbit. Rocketdyne and a lead propulsion role in a Boeing program to research the fundamental That research became a reality through the U.S. Air Force Research Laboratory’s properties of detonation propagation under ﬂ ow conditions present in a rotating detonation (AFRL) Summer Faculty Fellowship Program and played a key role in a coopera- engine (RDE). He is working to design a modular RDE—technology with the potential tive grant started jointly by Embry-Riddle and the AFRL. to improve the e ciency of modern combustion devices. He runs an astronomy STEM outreach event for middle school and high school He also has developed and taught classes to high school seniors about subjects students to enable them to view planets, stars and satellites through telescopes. such as engineering design, 3D printing and robotics. During his undergraduate studies, he served as software team leader of the Bruins Plaehn is a member of the Sigma Gamma Tau honor society and a private pilot. robot team at Bob Jones University.

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Time for Comprehensive Space Traffic Management By Daniel Oltrogge

n today’s complex space operations environment, the collisions can generate over 100,000 fragments, reverber- benefits we derive from space—as well as the welfare ating through our burgeoning $1-3 trillion space economy, Iof our astronauts, spacecraft, commercial space in- introducing uncertainty and impeding growth. dustry and general public—are vulnerable. Spacecraft Left unchecked, these threats can lead to a cycle of cas- operators are not receiving the decision-quality space sit- cading collisions known as the Kessler Syndrome, poten- uational awareness (SSA) and space traffic management tially rendering the use of space unsustainable. If we sur- (STM) required to conduct safe operations and ensure pass this ecological threshold, there is no return. We’ve space sustainability. been lucky so far, but the clock is ticking. Improvements are critically needed and achievable. Com- CONGRESS MUST FUND mercially available SSA and STM technologies—operating INITIATIVES THAT today using advanced astrody- namics algorithms—can provide LEVERAGE EXISTING actionable notifications of im- pending threats. The U.S. must determine how to incorporate COMMERCIAL RESOURCES. these commercial capabilities SPACEX into a cohesive set of tools to U.S. flight safety services freely provided by the Defense produce decision-quality SSA. Department to commercial spacecraft operators are insuf- The U.S. should take the following steps to improve ficient, through no fault of the men and women in uniform overall SSA and STM: but rather as a result of the aging legacy tools they are us- ■ Transition public-facing SSA and STM services to a ing. These tools produce too many false alarms and miss nonmilitary organization. too many serious threats. False alarms require spacecraft ■ Authorize and resource U.S. STM operational initia- operators to squander precious resources and fuel. The tives immediately. majority of potentially lethal space objects—96%—remain ■ Find ways for the government to nurture and incorpo- untracked. These shortcomings, compounded by outdated rate commercially provided SSA and STM services. space-tracking algorithms, insufficient quality control and ■ Provide resources to conduct active debris-removal tests. a lack of transparency, degrade flight safety. We have al- ■ Take a leadership role in developing space traffic man- lowed legacy tools and algorithms to dictate the quality of agement, large-constellation standards and best practices. SSA that operators receive. It is high time that we agree ■ Establish, model and implement rules of the road. on a set of key STM system requirements and “make it so.” ■ On this 25th anniversary of the 25-year-orbit lifetime rule, In addition, the U.S. is going to great lengths to man- “deorbit” this rule in favor of a more stringent post-mission age space as a warfighting domain. U.S. Space Command disposal guideline to better address current and planned rightly desires to migrate existing SSA sharing and space- large-constellation traffic—and then abide by that rule. flight safety services out of the Pentagon in order to focus The commercial space community has proactively resources on national security. sought voluntary ways to address flight safety. The Space Complicating matters further is the predicted increase Data Association provides spaceflight safety services for in space traffic. The U.S. commercial space industry has 30 operators controlling 788 spacecraft that span all orbit filed applications for 51,000 new large-constellation space- regimes. The global Space Safety Coalition develops and craft in the next 10 years. While only a portion of these maintains an aspirational set of “living” space-safety best applications will give rise to operational spacecraft, we an- practices. Such efforts to promote and enable long-term ticipate the active spacecraft population will be 4-10 times sustainability are critical to the equation. larger within the next decade. This year alone, it is on track Now, Congress must fund initiatives and adopt policies to double. Millions of close approaches will occur, and that leverage existing commercial resources to promote without more accurate SSA, operators will be extremely spaceflight safety. The long-term sustainability of the challenged to take appropriate action. space environment, the socioeconomic benefits derived Decision-quality SSA lowers collision risk. Observing from operating in space and the success of the U.S. com- space objects, fusing data, solving orbits, and detecting mercial space industry are all at risk. and characterizing potential collisions enables space- The time for action is now. c craft operators to mitigate the threat. The 2009 Iridium- Cosmos collision is noteworthy because it shows what hap- Daniel Oltrogge is the director of Analytical Graphics’ Center for pens when operators fail to receive decision-quality SSA: Space Standards and Innovation, founder and administrator for A planned maneuver was missed, and collision risk was the Space Safety Coalition and program manager of the Space underestimated by 40 orders of magnitude. Large-scale Data Center.

70 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 9-22, 2020 AviationWeek.com/AWST VIEWPOINT

Time for Comprehensive Space Traffic Management By Daniel Oltrogge n today’s complex space operations environment, the collisions can generate over 100,000 fragments, reverber- benefits we derive from space—as well as the welfare ating through our burgeoning $1-3 trillion space economy, Iof our astronauts, spacecraft, commercial space in- introducing uncertainty and impeding growth. dustry and general public—are vulnerable. Spacecraft Left unchecked, these threats can lead to a cycle of cas- operators are not receiving the decision-quality space sit- cading collisions known as the Kessler Syndrome, poten- uational awareness (SSA) and space traffic management tially rendering the use of space unsustainable. If we sur- (STM) required to conduct safe operations and ensure pass this ecological threshold, there is no return. We’ve space sustainability. been lucky so far, but the clock is ticking. Improvements are critically needed and achievable. Com- CONGRESS MUST FUND mercially available SSA and STM technologies—operating INITIATIVES THAT today using advanced astrody- namics algorithms—can provide LEVERAGE EXISTING actionable notifications of im- pending threats. The U.S. must determine how to incorporate COMMERCIAL RESOURCES. these commercial capabilities SPACEX into a cohesive set of tools to U.S. flight safety services freely provided by the Defense produce decision-quality SSA. Department to commercial spacecraft operators are insuf- The U.S. should take the following steps to improve ficient, through no fault of the men and women in uniform overall SSA and STM: but rather as a result of the aging legacy tools they are us- ■ Transition public-facing SSA and STM services to a ing. These tools produce too many false alarms and miss nonmilitary organization. too many serious threats. False alarms require spacecraft ■ Authorize and resource U.S. STM operational initia- operators to squander precious resources and fuel. The tives immediately. majority of potentially lethal space objects—96%—remain ■ Find ways for the government to nurture and incorpo- untracked. These shortcomings, compounded by outdated rate commercially provided SSA and STM services. space-tracking algorithms, insufficient quality control and ■ Provide resources to conduct active debris-removal tests. a lack of transparency, degrade flight safety. We have al- ■ Take a leadership role in developing space traffic man- lowed legacy tools and algorithms to dictate the quality of agement, large-constellation standards and best practices. SSA that operators receive. It is high time that we agree ■ Establish, model and implement rules of the road. on a set of key STM system requirements and “make it so.” ■ On this 25th anniversary of the 25-year-orbit lifetime rule, In addition, the U.S. is going to great lengths to man- “deorbit” this rule in favor of a more stringent post-mission age space as a warfighting domain. U.S. Space Command disposal guideline to better address current and planned rightly desires to migrate existing SSA sharing and space- large-constellation traffic—and then abide by that rule. flight safety services out of the Pentagon in order to focus The commercial space community has proactively resources on national security. sought voluntary ways to address flight safety. The Space Complicating matters further is the predicted increase Data Association provides spaceflight safety services for in space traffic. The U.S. commercial space industry has 30 operators controlling 788 spacecraft that span all orbit filed applications for 51,000 new large-constellation space- regimes. The global Space Safety Coalition develops and craft in the next 10 years. While only a portion of these maintains an aspirational set of “living” space-safety best applications will give rise to operational spacecraft, we an- practices. Such efforts to promote and enable long-term ticipate the active spacecraft population will be 4-10 times sustainability are critical to the equation. larger within the next decade. This year alone, it is on track Now, Congress must fund initiatives and adopt policies to double. Millions of close approaches will occur, and that leverage existing commercial resources to promote without more accurate SSA, operators will be extremely spaceflight safety. The long-term sustainability of the challenged to take appropriate action. space environment, the socioeconomic benefits derived Decision-quality SSA lowers collision risk. Observing from operating in space and the success of the U.S. com- space objects, fusing data, solving orbits, and detecting mercial space industry are all at risk. and characterizing potential collisions enables space- The time for action is now. c craft operators to mitigate the threat. The 2009 Iridium- Cosmos collision is noteworthy because it shows what hap- Daniel Oltrogge is the director of Analytical Graphics’ Center for pens when operators fail to receive decision-quality SSA: Space Standards and Innovation, founder and administrator for A planned maneuver was missed, and collision risk was the Space Safety Coalition and program manager of the Space underestimated by 40 orders of magnitude. Large-scale Data Center.

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